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HiolDgraphic 

Sciences 

Corporalion 


23  WIST  MAIN  STROT 

WnSTIR,N.Y.  USM 

(716)873-4503 


CIHM/ICMH 

Microfiche 

Series. 


CIHIVI/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  MIcroreproductions  /  Institut  Canadian  de  microreproductions  historiques 


Technical  and  Bibliographic  Notas/Notet  tachniquas  at  bibllographiquaa 


Tha  Inatituta  ha«  attamptad  to  obtain  tha  baat 
original  copy  availabia  for  filming.  Faaturas  of  thia 
copy  which  may  ba  bibllographically  unlqua, 
which  may  altar  any  of  tha  Imagaa  in  tha 
raproductlon,  or  which  may  aignificantiy  changa 
tha  uaual  mathod  of  filming,  ara  chacicad  balow. 


s/ 


D 


D 
D 


D 


D 


Colourad  covara/ 
Couvartura  da  coulaur 

Covare  damagad/ 
Couvartura  andommagte 

Covars  rautorad  and/or  laminatad/ 
Couvartura  raataurte  at/ou  palilcul6a 


□   Covar  titia  miaaing/ 
La 


titra  da  couvartura  manqua 

lourad  mapa/ 
Cartaa  g^ographiquaa  an  coulaur 


I      I    Colourad  mapa/ 


□    Colourad  inic  (i.a.  othar  than  blue  or  black)/ 
Encrr  da  coulaur  (i.a.  autra  qua  blaua  ou  noira) 

I      I    Colourad  plataa  and/or  iliuatrationa/ 


Planchaa  at/ou  illustratlona  an  coulaur 

Bound  with  othar  material/ 
Rail*  avac  d'autraa  documanta 

Tight  binding  may  cauaa  shadowa  or  diatortion 
along  Interior  margin/ 

La  re  liura  serr6e  peut  cauaar  da  I'ombre  ou  de  la 
diatortion  ie  long  de  la  marge  intdrieure 

Blank  iaavaa  added  during  reatoration  may 
appear  within  the  text.  Whenever  poaaibia,  theae 
have  been  omitted  from  filming/ 
II  se  peut  que  certainaa  pagea  blanchM  ajouttoa 
lorn  d'una  reatauration  apparaiaaant  dana  la  texte, 
mala,  ioraqua  cela  dtait  poaaibia,  caa  pagea  n'ont 
paa  6tA  filmtoa. 

Additional  commenta:/ 
Commantaires  aupplAmantairaa; 


L'Inatitut  a  microfilm*  la  meilleur  exemplaire 
qu'il  iul  a  tt6  poaaibia  da  aa  procurer.  Lea  d^taiia 
da  cet  exemplaire  qui  aont  paut-Atra  unlquea  du 
point  de  vue  bibliographiqua,  qui  peuvent  modifier 
une  image  rop/oduite,  ou  qui  peuvent  exiger  una 
modification  dana  la  mAthoda  normala  de  flimage 
aont  Indiqute  cl-deaaoua. 


I — I   Colourad  pagea/ 


D 
D 
Q 
D 
0 


D 


Pagea  da  coulaur 

Pagea  damaged/ 
Pagea  endommagdea 

Pagea  reatorad  and/or  laminated/ 
Pagea  reataurtea  at/ou  pelllcuitea 

Pagea  diacoloured,  atainad  or  foxed/ 
Pagea  dAcoiortea,  tachetAes  ou  piquAea 

Pagea  detached/ 
Pagea  dAtachAea 

Showthrough/ 
Tranapaiance 


I     I    Quality  of  print  variaa/ 


Quality  InAgaia  de  I'impreaaion 

Inciudea  aupplementary  material/ 
Comprend  du  material  aupplAmentaire 

Only  edition  available/ 
Saula  Mition  diaponibia 


Pagea  wholly  or  partially  obacurad  by  errata 
alipa,  tiaauea,  etc.,  have  been  ref limed  to 
enaura  the  baat  poaaibia  image/ 
Lea  pagea  totalament  ou  partiellement 
obacurclea  par  un  fauillet  d'errata,  una  palure, 
etc.,  ont  it6  filmAaa  A  nouvaau  da  fapor.  A 
obtanir  la  mailleure  image  poaaibia. 


Thia  item  ia  fiiimad  at  the  reduction  ratio  checked  below/ 

Ce  document  eat  film*  au  taux  de  reduction  indlqu*  ci-deaaoua. 

10X  14X  18X  22X 


2BX 


30X 


X 


12X 


16X 


20X 


24X 


28X 


32X 


The  copy  filmad  h«r«  hat  b««n  r«produc«d  thanks 
to  the  ganaroaity  of: 

Library  of  the  Public 
Archivas  of  Canada 


L'axamplaira  film*  f ut  raproduit  grAca  k  la 
g*n4roaM  da: 

La  bibliothdqua  das  Archivas 
publiques  du  Canada 


Tha  imagaa  appearing  hara  ara  tha  bast  quality 
possible  conaldarlng  the  condition  and  laglbility 
of  the  original  copy  and  in  liaeping  with  the 
filming  contract  specifications. 


Les  Imagaa  suivantes  ont  At4  reproduitas  avac  la 
plua  grand  soln,  compta  tenu  de  la  condition  el 
de  la  nattetA  da  raxemplaira  film*,  et  an 
conformity  avac  les  conditions  du  contrat  de 
filmage. 


Original  coplaa  In  printed  paper  covera  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illuatratad  impres- 
sion, or  the  bacic  cover  when  appropriate.  All 
other  original  coplaa  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illuatratad  impraa- 
sion,  and  ending  on  the  laat  page  with  a  printed 
or  illustrated  Impression. 


Les  exemplaires  orlglnaux  dont  la  couvarture  en 
papier  est  ImprimAe  sont  fllmte  en  commandant 
par  la  premier  plat  at  en  terminant  soit  par  la 
darnlAre  page  qui  camporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  la  second 
plat,  aaion  le  cas.  Tous  las  autras  exemplaires 
orlginaux  sont  fllm6s  en  commenpant  par  la 
pramMre  page  qui  comporte  une  empreints 
d'impression  ou  d'illustration  et  an  terminant  par 
la  darnidre  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frmme  on  each  microfiche 
shall  contain  the  symbol  — ^>  (meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  appiiaa. 


Un  das  symboles  suivants  apparaftra  sur  la 
darnlAre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbols  — ►  signlfie  "A  SUIVRE  ",  le 
symbole  ▼  signlfie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  Included  In  one  exposure  are  filmed 
beginning  in  the  upper  left  hend  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  aa 
required.  The  following  diagrams  Illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  fttre 
fllmte  A  das  taux  de  reduction  diff Arents. 
LcTsque  le  document  est  trop  grand  pour  Atre 
reprodult  en  un  seul  ciichA,  II  est  film*  A  partir 
da  I'angle  supArleur  gauche,  de  gauche  h  droite, 
et  de  haut  an  bas,  en  prenant  le  nombre 
d'imagas  nAcesteire.  Les  diagrammes  suivants 
iliustrent  la  mAthoda. 


1  2  3 


1 

2 

3 

4 

5 

6 

-vv^tr 


p. 


m^(f7m^ac^    .  '' 


MEMORIAL 


Of   THE 


CHAMBER   OF  COMMERCE 


Of   THE 


STATE    OF   NEW-YORK 


ON 


OCEAN  STEAM  NAVIGATION 


.TANXJAR^Sr,    ise4. 


Ncnj- J)ork : 

JOHN    W.    AMESMAJSr,    PRINTER, 
No.  47  •Cedar  Street, 

1864. 


-ey^:^--- ,j-_.i 


MEMORIAL 


or  TnK 


CHAMBER  OF  COMMERCE 


OF  TUX 


STATE    OF    NEW-YORK, 


TO  THE 


SENATE  AND  HOUSE  OF  REPRESENTATIVES 


OH'    THE    UNITED    STATES. 


FREF/.REO   BY 

JOHN  AUSTIN  STEVENS,  Jr.,  Secbetabt, 

TODEE    THE    DIRECTION-  OF    THE    CO:,iMITTEK    ON    OCEAN     STEAM   NAVIGATION. 


New-Pork : 

JOHN   W.    AMERMAN,    PRINTER. 

No.  47  Cedab  Street. 

1864. 


RESOLUTION    OF   THE   CHAMBER   OF   COMMERCE. 


At  a  regular  meeting  of  the  Chamber  of  Commerce  of  the  State  of  New- York, 
held  5th  November,  1863,  the  following  resolution  was  unanimously  adopted: 

Resolved,  That  a  Special  Committee  be  appointed  to  make  a  thorough  investiga- 
tion of  the  subject  of  Ocbaw  Stkam  Navigatiok,  and  of  the  continual  depredations 
on  commerce,  with  a  request  to  report  at  a  subsequent  meeting. 

From  the  Minutes  of  the  Chamber, 

JOHN  AUSTIN  STEVENS,  Jr., 

Secretary. 


TABLE     OF     CONTJENTS. 


fork, 

itiga- 
tions 


H- 


PAOI 

1.  Memorial — Introductory, ft 

'I.  Tho  American  System  of  Steam  Navigation, '^ 

Conirressional  Legislation,. '7 

Table  showing  United  States  Mail  Service  in  October,  1852, 10 

8.  History  of  American  Lines, 1 1 

Tiie  Collins  Line, 1 1 

Table  showing  speed  of  Cunard  Steamers 12 

Table  showing  speed  of  Collins  Steamers, 13 

The  Havre  Line, 13 

The  Bremen  Line, , 13 

Tho  Pacific  Line, IS 

The  Havana  Line , 14 

Coast  Lines 14 

Table  showing  American  Lines,  January,  1 864, 1  o 

4.  Tlio  British  System  of  Steam  Navigation, 16 

Parliamentary  Legislation, •  16 

Table  showing  tho  Foreign  Steam  Communication  of  Great  Britain 

and  Government  Subsidies  in  1862, 18 

5.  The  British  Telegraphic  System, 19 

e.  The  French  System  of  Steam  Navigation 20 

Table  showing  Progressive  increase  in  French  Tonnage, 21 

7.  Present  Steam  Communication  between  Europe  and  tho  United  States, .  -  21 
Foreign  Steam  Lines  to  the  United  States,  January,  1864, 22 

8.  Governraeut  Subsidies  to  Ocean  Steamers 22 

Estimate  of  the  Correspondence  by  Cunord  Line,  in  1869;  of  Sub- 

„                                  sidles  paid  by  and  loss  to  the  Government 25 

"^                              Estimate  of  Sea  Postages  received  from  Cunard  Lino,  1841  to  1846,  26 
Statement  showing  the  Payments  to,  estimated  Sea  Postogo  from, 

and  loss  by  all  British  Foreign  Lines  in  1859, 26 

Table  showing  Comparative  tiubsidies  to  American  and  British 

Lines,  in  185T, 27 

9.  Growth  of  the  British  Steam  Morine 29 

Tonnage  of  Registered  Vessels,  Sailing  and  Steam,  of  the  United 

Kingdom,  1854  to  1861 29 

Tonnage  of  Registered  Sailing  and  Steam  Vessels  engaged  in  Home 

and  Foreign  Trade,  1863  to  1861, 30 

Sailing  and  Steam  Vessels  built  and  registered  in  the  United 

Kingdom,  1863  to  1861, SO 

Number  and  Tonnage  of  Steam  Vessels  of  each  Nation  entered  and 

cleared  at  ports  of  United  Kingdom  in  1853 ?tl 

Do.                               do.              1861, 31 

Partial  Review  of  Entries  of  Steam  Vessels  into  ports  of  the 

United  Kingdom,  1853  and  1861 S2 

Statement  of  Entries  and  Clearances  of  Steam  Vessels  at  ports  of  the 
United  Kingdom  from  and  to  United  States  and  other  American 

ports  in  1853,  33 

Do.                                   do.                                1861,  33 

10.  Progressive  Increase  of  Tonnage  in  the  United  States, 34 

Statement  showing  Numl)er  and  Class  of  Vessels  built,  and  Tonnage 

thereof  in  the  United  States,  1850  to  1861, 84 

Comparative  View  of  the  Registered  and  Enrolled  Tonnage  of  the 

United  States,  from  1860  to  18C1, 34 


no* 

11.  Partial  Compnriaon  of  tlio  Progression  of  tho  Commerce  of  the  United 

States  and  of  Grout  Britain, 86 

Introductory  Remarks 86 

Mexico,  Comnarison  of  Fxports  and  Imports  to  and  from  Great 

Britain  and  tlio  United  btatcs,                              1863  to  1800,. . .  86 

Contra!  America,                                           do.                        do.     . .  87 

Went  India  Islands,                                       do                         do.     . .  37 
South  America: 

I.  Brazil,                                            do.          1861  to  IPflO,. .  39 

II.  Central  Republics,                         do.           1863  to  18tU),. .  40 

III.  Tho  Woh',  Const,                              do.           1863  to  1800,. .  41 

IV.  Northern  South  America,  do.  1863  to  IStlO,.  •  42 
South  America,  Recapitulation,  do.  do.  . .  48 
Total  Soutli  American  Trade,  do.  do.  ..  46 
Tho  Isthmus  Trade,                                       do.                       do.     . .  47 

Sandwich  Islands, 47 

China 48 

12.  Progressiiin  of  Conunerco  of  the  United  States  with  Franco  and  the  Ilanso 

Towns 48 

18.  Prayer  to  Congress, 67 


TABLE  OF  CONTENTS— APPENDIX. 


TABLE.  PAOB 

1.  Mexico,  comparisons  of  British  and  American  Trade,  1863  to  1801, 66 

2,  Central  America,                               do.                                    do.          67 

The  West  India  Islands  : 

8.          1.  Cuba— Porto  Rico.               do.  da           ....  68 

4.          2.  Hayti,                                  do.                                  do.         69 

6.  8.  Danish,  Dutch,  French, 

British,  &c,,  t&c.,  Islands,  do.                                    do.          80 

South  America: 

6.             I.  Brazil,                               do.                                  do.         61 

II.  Central  Republics,              do.                                    do.          61 

Y.                     1.  Argentine  Republic,  do.                                    do.          62 

8.  2.  Cisplatinc  Republic,  do.                                  do.          63 

III.  The  West  Coast : 

9.  1.  Chili,                           do.                                    do.          64 

10.  2.  Bolivia,                    do.                               da        66 

11.  8.  Peru,                          do.                                  do 60 

18.                    4.  Ecuador,                     do.                                  do 67 

18.                     6.  New-Granada,            do.                                    do.          68 

IV.  Northern  South  America  : 

14.                    1.  Venezuela,                  do.                                  do.         60 

18.                    2.  The  Guianas,              do,                                  do.         70 

16.  The  West  Indies— Totol  Trade,       do.                                  do 71 

17.  South  America — Total  Trade,         do.                                  do 72 

1 8.  Southern  American  Countries,         do.                                  do.         73 

19.  Sandwich  Islands,                            do.                                  do.         74 

20.  China,                                              do.                                  do.         76 

21.  Comparisons  of  Trade  of  Great  Britain  and  United  Stotes  with  all  nations,  76 
82.  Fronce  and  the  Hanse  Towns — Progre-sion  of  Amer'can  Trode, 77 

23.  Entries  and  Clearances  of  Steam-vessels  of  the  United  Kingdom,  I860,. . .  78 

24.  Steam  Fleet  of  Peninsula  and  Oriental  Steam  Navigation  Co.,  Jan.,  1861,  79 


i 


80 
40 
41 
42 
48 
46 
47 
47 
48 

48 
67 


MEMORIAL 


68 
69 

60 

61 
61 
62 
63 

64 
66 

66 
67 
G8 

69 
70 
71 

72 
78 

74 
76 
76 
77 
78 
79 


; 


OK  at 


^mkx  of  Commerfe  of  tje  ^tatf  cf  |tfto-gorIi. 


To  the  Honorable  the  Senate  and  /louse  of  Representatives  of  the  United 
States  nf  America,  in  Conyrcss  assembled  : 

lii&y  it  please  your  Ilonornblc  Lodlcs : 

This  memorial  of  the  Clintnber  of  Commerce  of  the  State  of  New* 
York  respectfully  repre«cut3  the  imperative  importance  of  some  legisla- 
tion on  tlic  part  of  Congress  to  foster  and  support  the  commerce  of  tho 
United  States.  Wliatever  view  may  have  been  hitherto  entertained  aa 
to  the  wisdom  of  special  legislation  to  promote  any  particuhir  class  of 
national  interests,  the  period  for  hesitation  has  surely  passed.  Tho 
large  and  growing  debt  of  the  United  States,  arising  from  the  cheerful 
and  willing  loans  of  tho  people,  in  which  the  mercantile  classes  aro 
as  fully  represented  as  any  other,  presents  considerations  of  a  wholly  new 
character.  In  borrowing  such  large  sums  from  the  nation  the  government 
has  assumed  duties  of  a  new  class — the  duty  of  rendering  that  burthen 
as  light  as  possible  to  the  patriotic  people  who  have  assumed  it — and  it 
will  not  certainly  be  claimed  to  be  au  improper  or  unwise  exercise  of 
the  power  granted  to  Congress,  by  the  Constitution,  to  "  regulate  com- 
merce," if  some  additional  debt  be  incurred  to  developc  that  branch  of 
industry  which  the  experience  of  all  nations  has  shown  to  present  tho 
readiest  and  most  equal  method  of  meeting  the  expenses  of  government 
and  interest  on  its  obligations.  In  other  words.  Congress  will  not  hesi- 
tate to  lend  to  commerce  some  pecuniary  aid,  if  it  can  be  shown  that 
such  aid  will  develope  the  resources  and  add  to  the  wealth  of  the  nation, 
and  at  the  same  time  increase  the  revenue  of  the  government.  It  is 
not  proposed  in  this  memorial  to  show  the  decline  in  the  commerce  of 
the  United  States  since  the  breaking  out  of  the  rebellion.  A  combina- 
tion of  causes  has  fortunately  prevented  that  serious  decadence  which 
was  looked  for.  In  nothing,  perhaps,  have  the  immense  resources  of  this 
nation  been  shown  so  much  as  in  the  maintenance  of  its  export  line, 
even  when  deducting  from  it  the  vast  amount  of  the  cotton  crop.     Nor 


will  more  tlinn  ilistant  allusion  bo  mndo  to  the  rnvngcs  wliieli  Imvo  been 
coniinittcil  upon  American  tonnajjo  by  the  pimticiil  cruisers  of  the  South, 
nor  tlio  amount  of  tonnn^c  which  hns  been  chnnfj^ed  from  Amcricun 
to  foreign  flags  bo  examined  into.  These  aro  subjects  of  great  import- 
ance in  themselves,  which  the  forthcoming  reports  of  the  Treasury 
Department  on  Commerce  and  Navigation  for  tlio  years  ending  Juno  30, 
1802  and  1803,  will  plainly  elucidate;  and  any  statement  of  their  proba- 
ble figures  would  bo  unwise  and  premature. 

It  is  believed  that  when  those  reports  shall  bo  produced,  facts  shown  to 
exist  will  bo  so  striking,  and  their  nature  so  alarming,  that  your  honora- 
ble bodies  will  need  no  hint  or  prompting  from  without  to  tako  proper 
measures  to  correct  the  serious  and  growing  evils. 

Yet  your  honorable  bodies  will  hold  ii»  mind  that  tho  notorious  decay 
of  our  tonr  ago  from  tho  causes  named,  makes  it  of  increased  importance 
to  adopt  measures  which;  in  the  judgment  of  your  petitioners,  would 
liavo  been  necessary  even  had  no  rebellion,  with  its  consequent  evils, 
occurred. 

Tho  hope  is  not  entertained  that  at  tho  present  time,  wliilo  rebel 
cruisers  endanger  the  safety  of  our  vessels,  and  naturally  divert  from 
them  the  passenger  trade,  and  the  valuable  cargoes  which  aro  tho  princi- 
pal support  of  steam  lines,  oceanic  lines  will  bo  immediately  established, 
even  with  tho  aid  which  is  sought  from  government ;  but  as  the 
rebellion  wanes  and  tlio  dawn  of  national  prosperity  again  brightens, 
it  is  confidently  believed  that  tho  energy  of  the  people  of  the  United 
States  will  bo  aroused  to  tho  renewal  of  tho  struggle  for  commercial 
supremacy,  which  it  lias  for  the  ti.no  abandoned  for  duties  of  a  more 
imperative  and  sterner  class,  and  such  timely  legislation  is  asked  as  will 
encourage  tho  effort. 

It  is  proposed  to  i:how  tho  effect  of  ocean  steam  communication  upon 
the  commerce  of  tho  United  States  and  Great  Britain — her  chief  com- 
mercial rival ;  tho  development  of  markets  for  domestic  produce  by  the 
increased  facilities  which  steam  afJbrds ;  the  steady  and  gradual  increase 
in  the  commerce  of  Great  Britain  over  our  own,  oven  with  the  nations 
which  are  our  nearest  neighbors  and  natural  allies,  and  to  point  out  the 
methods  by  Avhich  our  lost  influence  may  bo  regained.  A  full  series 
of  tables  accompanies  tho  memorial,  to  which  reference  is  asked,  and 
only  such  partial  comparisons,  as  arc  necessary  to  throw  light  on  the  sub- 
ject, are  included  in  the  body  of  the  memorial  itself. 

Tho  examination  of  this  subject  Avill  necessarily  embrace  some  account 
of  the  rise  and  progress  of  ocean  steam  navigation,  and  will  show  that 
the  power  and  wealth  of  nations  is,  in  this  century,  subjected  to  a  new 
measure,  tho  measure  of  steam,  and  that  the  commerce  of  nations  has 
increased  or  dwindle  .  as  they  have  availed  of  or  neglected  this  great 
agent  of  civilization. 


TUE  AMERICAN  SYSTEM  OF  STEAM  NAVIGATION. 

CONOREaSIONAL   LeOISLATIOX. 

The  American  aystom  of  ocean  steam  navigation  dates  from  the  year 
1846. 

For  some  years  prior  to  tliis  period,  efforts  had  been  made  to  estab- 
lish lines  of  steamers,  with  the  aid  of  Congress. 

In  1841,  Mr.  T.  T?utleb  Kino,  of  Georgia,  at  the  extra  session,  made 
a  report  from  tlio  Cominitteo  on  Naval  Affairs,  urging  the  passage  of  a 
bill  for  the  establishment  of  a  homo  squadron,  which  w.is  passed,  and 
appended  to  it  was  a  resolution  directing  tho  Secretary  of  tho  Navy  to 
advertise  for  proposals  for  tho  cstablisluncnt  of  lines  of  mail  steamers 
similar  to  tho  British  lines,  to  run  to  some  European  ports,  and  also  for 
a  line  from  some  of  tho  Northern  to  some  of  tho  Southern  ports  of  tho 
United  States. 

By  an  act  of  Congress  passed  3d  March,  1845,  tho  policy  was  inau- 
gurated of  contracting  for  tho  transportation  of  mails  to  foreign  countries, 
under  tho  direction  of  the  Postmaster-General ;  all  such  contracts  were 
required  to  bo  made  with  citizens  of  tho  United  States,  and  tho  service 
to  De  pcrforr.iod  by  American  vessels.  In  pursuance  of  this  authority, 
tho  Postmaster-General  advertised  for  proposals  to  carry  tho  mails  on 
various  routes. 

A  contract  was  made  with  Mr.  Edward  Mills,  of  New-York,  to  run  a 
line  of  steamers  from  New-York  to  Bremen  twice  a  month,  touching  at 
Cowes,  with  the  privilege  of  going  alternately  to  Havre,  the  compensa- 
tion to  be  $400,000  per  annum  ;  and  if  to  Ilavre,  $350,000. 

About  tho  same  period,  Mr.  E.  K.  Collins  made  his  first  proposition 
to  run  a  line  to  Liverpool  twice  a  month,  for  eight  months,  and  once  for 
the  other  four,  for  $386,000. 

In  May,  1848,  tho  subject  was  again  brought  forward  by  Mr.  Kino,  in 
a  report  from  tho  Committee  on  Naval  Affairs,  and  in  June  of  the  same 
year  a  contract  was  made  for  the  conveyance  of  tho  mails  from  New- 
York  to  Bremen  in  four  first-class  steamers. 

In  June,  1840,  Mr.  Nil  .,.  of  Connecticut,  introduced  into  the  Senate 
the  following  resolution : 

"  The  Postmaster-General  is  hereby  authorized  to  apply  twenty-five 
thousand  dollars  of  tho  money  appropriated  for  mail  transportation 
for  a  line  of  mail  steamers  from  the  United  States  to  Bremen,  and  a 
further  sum  of  twenty-five  thousand  dollars  for.  a  lino  of  mail  steamers 
from  the  United  States  to  Liverpool,  in  England  ;  but  no  further  sums 
shall  be  diverted  to  any  other  objects  than  the  transportation  of  the  mail 
within  the  United  States." 

It  was  at  this  time  that  it  was  proposed  in  England  to  duplicate  tho 
Canard  line,  and  it  was  thought  that  the  establishment  of  an  American 
line  would  perhaps  arrest  the  project,  so  little  was  the  fixed  policy  of 
tho  British  government  understood  at  that  period. 


f 


In  March,  1847,  an  act  was  passed,  requiring  the  Secretary  of  the 
Navy  to  enter  into  three  contracts : 

First.  For  five  ships  to  carry  mails  from  Ncw-Yo-k  to  Liverpool. 

Second.  For  conveyance  of  mails  from  New-York  to  New-Orleans,  to 
touch  at  Charleston,  Savannah  and  Ilavana,  with  a  branch  line  from  Ila- 
vana  to  (Jhagres. 

Third,  To  contract  for  the  transmission  of  the  mail  from  Panama  to 
Oregon,  touching  at  the  internicdiatc  points  in  California.  On  this  line 
three  large  steamers  were  to  be  employed. 

This  was  called,  at  the  time,  The  American  Si/stem,  and  was  the  fi.-ist 
practical  and  intelligent  effort  to  aid  American  commerce  to  hold  its  own 
in  the  rapid  race  for  the  mastery  of  the  seas,  and  the  sharp  struggle  for 
the  carrying  trade  of  the  world,  which  the  United  States  had  under" 
taken  with  Great  Britain.  The  American  System^  therefore,  dates  from 
1846. 

But  tha  enterprise  of  our  people  was  not  measured  by  this  legislation. 
In  the  fall  of  1846,  the  first  of  our  ocean  steamers — the  Southerner — was 
launched.  She  was  the  pioneer  in  a  scries  of  successful  and  profitable 
lines,  which,  while  the  domestic  relations  of  the  country  were  peaceful, 
largely  contributed  to  its  wealth,  comfort  r,nd  prosperity  ;  and  when  war 
rudely  broke  up  the  accustomed  course  of  trade,  at  once  enabled  the 
government  to  undertake  and  enforce  a  blockade  of  unparalleled  extent. 
But  for  the  fleet  of  ocean  steamers  which  commerce  placed  at  the  disposal 
of  the  government,  the  course,  and,  perhaps,  the  result  of  the  struggle 
might  have  been  changed.  The  Charleston  line,  which  has  included 
some  of  the  best  steamers  ever  built  in  any  country,  was  quickly  followed 
by  one  to  Savannah.  These  coast  lines  were  independent  of  government 
aid,  except  so  far  as  they  received  regular  postage  from  the  Post-OflSce 
Department  for  conveying  the  mails. 

On  the  6th  December,  1847,  lion.  J.  Y.  Mason,  Secretary  of  the  Navy, 
stated  in  his  report : 

"By  the  same  act  (3d  March,  1847,)  contracts  were  authorii.cd  for  the 
transportation  of  the  mril  in  steamers  between  New-York  and  Liverpool, 
between  New- York  and  Ncav  Orleans,  and  from  Ilavana  to  Chagris. 

"  The  contracts  require  the  vessels  to  be  rea'  /  for  sea  in  October  and 
November  of  the  year  1848,  and  the  right  of  pay  will  commence  with 
the  commencement  of  the  performance  of  the  mail  service.  The  annual 
compensation  under  these  agreements  will  be — 

To  K.  K.  Collins, $385,000 

A.  u.  Sloo, 290,000 

Arnold  Harris, 199,000 

*'  I  have  cordially  co-operated  in  the  establishment  of  the  several  lines 
of  steamers  stipulated  for  by  those  contracts.  Thirteen  new  vessels  will 
be  constructed  in  the  most  skillful  manner,  which  may  be  used  as  war 
steamers,  and  will  be  available  for  r  tional  purposes  in  any  emergency. 
The  contracts  stipulate  that  a  mail  agent,  to  be  appointed  by  the  Post- 
master-General, shall  be  placed  and  maintained  on  board." 


I 


.> 


^4 


0 

On  the  4th  May,  1848,  the  Committee  on  Naval  Affairs,  by  Mr.  Kino, 
proposed  the  establishment  of  steam  communication  from  one  of  our 
ports  in  California  to  Shangliae  and  Canton  in  China,  by  the  employment 
of  four  government  war  steamers. 

On  the  19th  July,  1848,  Mr.  T.  Butler  Kino  veportcd  to  Congress  a 
joint  resolution,  proposing — 

Ist.  "To  direct  the  Secretary  of  the  Navy  to  advertise  for  proposals 
•'for  carrying  the  United  States  mail  from  either  of  tha  ports  therein 
"  named,  that  shall  be  ascertained  to  be  most  eligible,  to  those  in  France, 
"  for  a  period  of  ten  years,  in  five  first-class  steamers,  capable,  in  all 
"  respects,  of  being  readily  converted  into  ships-of-war,  and  to  be  placed 
'*  on  the  line  during  the  first  five  years  of  the  contract." 

2d.  "  To  establish  a  similar  line,  for  similar  purposes,  from  one  of  the 
"  ports  named  in  the  United  States  to  Antwerp,  in  Belgium,  to  extend 
"  to  Gluichstadt,  at  the  mouth  of  the  Elbe,  during  such  part  of  the  year 
"  as  the  navigation  of  the  North  Sea  may  be  considered  safe.  The  two 
*'  lines  to  consist  ultimately  of  ten  ships  of  the  largest  class.  These  pro- 
'*  posals  to  be  returned  to  this  House,  at  its  next  session,  for  its  consider- 
*«  ation." 

"  The  last  resolution  proposes  to  employ  temporarily  the  steamer 
United  States." 

The  reason  given  by  Mr.  Kino  for  these  proposals  was,  that  our  inter- 
course with  the  Continent,  so  far  as  letters  and  passengers  arc  con- 
cerned, was  then  conducted  across  the  Island  of  Great  Britain,  the  English 
Channel  and  the  North  Sea.  There  had  been  established  twelve  lines 
of  steamers  between  Gluichstadt,  at  the  mouth  of  the  Elbe,  Bremen-haven, 
Amsterdam,  Antwerp,  Ostend,  Calais  and  Havre,  on  the  Continent ;  and 
Southampton,  Dover,  London,  Hull  and  Edinburgh,  in  the  Island  of 
Great  Britain,  through  which  lines  our  intercourse  was  maintained,  and  it 
was,  therefore,  important  for  us  to  avail  of  that  communication  to  support 
our  own  tonnage. 

Under  this  and  similar  legislation  the  several  lines  contemplated  were 
wholly  or  partially  undertaken,  and  so  far  put  in  progress,  that  in  1852 
seven  lines  had  been  established,  and  were  in  successful  operation. 

This  closes  the  account  of  American  congressional  legislation  to  pro- 
tect the  commerce  of  the  United  States.  A  comparison  of  this  with 
the  legislation  of  Great  Britain  will  show  how  inadequate  even  this  was 
to  enable  our  merchants  and  shipmasters  to  compete  for  the  commerce 
and  carrying  trade  of  the  world  with  foreigners.  Had  the  trade  been 
left  open  to  all  the  world  for  competition,  the  American  would  not 
have  been  the  first  to  seek  the  aid  of  government ;  but  it  is  doubtful 
whether  ocean  steam  navigation  would  have  been  undertaken  so  early, 
but  for  aid  in  some  form. 

The  following  table  will  show  the  foreign  mail  service  of  the  United 
Sta*  js  in  the  fall  of  that  year : 


10 


ill' 


Unitsd  States  Mail  Servick  Abroad,  October  1,  1852. 


No.  of 
Route, 


8*. 


Polnti. 


New-Tork,  by  South- 
ampton, England,  to 
Bremen-Haven,  Oei> 
many, 


Charleston,  S.  C,  by 
Savannah,  Geor^ta, 
and  Key-West,  Flor- 
ida, to  Havana,  Cu- 
ba,  


Kevr-Tork  to  Aepin- 
wall,  New-Oranada, 
direct, 

ETew-Orleap  ,  Louisi- 
ana, to  Aspinwall, 
New-Granada,  di- 
rect,  

New- York  via  Hav- 
ana to  New-Orleans, 
Louisiana, 


Astoria,  Oregon,  with 
sundiy  stoppnges,.. 


New-Tork   to  Liver 
pool, 


New-Tork,  1^  Cowes, 
to  Havre,  France, 


Aspinwall  to  Panama, 


D'.atnnce. 
Miles. 


8,760 

689 

2,000 

1,400 
2,000 

4,200 

8,t09 
3,2T0 


No.  of 
Trips, 


60 


Once  a 
month. 


Twice  a 
month 


Twice  a 
month, 


26  per 
year. 

Once  a 
month. 


Twice  a 
month. 


Contractors, 


Ouean  Steam  Nav- 
igation Co.— 0, 
H.  Band, 


M.  C.  Mordeoai,. 


George  Law,  M 
O.  Roberts  and 
B.  B.  Mcllvaine, 


Paciflo  Ma!l  S.  S, 
Co., 


E.   K.   Collins  & 
Co 


Ocean  Steam  Nav. 
Co.— M.  Living. 
Bton, 


Am't  of 
pay. 


$200,000 


60,000 


290,000 


848,250 


868,000 


160,000 


Contract. 


50,486 
$2,446,686 


With  Post-Master- 
General,  act  of 
Congress,  March 
3,1846. 

With  Post-Master- 
General,  acts  of 
ConzresB,  March 
8,  1947,  July  10, 
1848. 


fnder  contract 
with  Secretary 
of  Navy,  acts  of 
Congress,  March 
8, 1847,  March  8, 
1861. 


Contract  with  Sec- 
retary of  Navy 
and  Post-Master- 
General,  acts  of 
March  8,  1847, 
March  8, 1861. 


Contract  with  Sec- 
retary of  Navy, 
March  8,  1847, 
July  21, 1862. 


Contract  with  P. 
Master-General, 
March  8, 1847. 


Servbe  of  Panama 
R.  R.  under  tem- 
porary arrange- 
ment, act  of  Con- 
gress, March  8, 
1851.  ®  22  c.  per 
lb. 


*  Of  these  lines,  Nos,  8, 4  and  7  are  now  in  operation— all  the  ocean  lines  being  withdrawn. 


11 


HISTORY    OF   AMERICAN    LINES. 


r  Panama 
ider  tem- 
I  arrange- 
ptofCon- 
farch  8, 
~^  c.  per 


The  Collins  Link. 

This  famous  line,  in  the  history  of  which  the  American  finds  so  much 

%  to  gratify  a  just  national  pride  and  so  much  to  awaken  feelings  of  sym- 

■1         pathy  and  regret,  went  into  operation  under  the  contract  with  govern- 

11         ment  in  the  year  1850.     On  the  27th  April  of  that  year,  the  Atlantic 

x|  sailed  from  New-York  to  Liverpool,  on  lier  first  voyage.     Tho  Pacific 

%.         followed  early  in  the  summer,  the  Baltic  in  tho  month  of  November,  and 

the  Arctic  in  December.     The  splendid  character  and  great  speed  of  the 

vessels,  and  the  justly  celebrated  reputation  of  their  commanders,  at 

once  won  the  confidence  of  the  travelling  public  on  both  sides  of  the 

,  ^         Atlantic,  and  the  steamers  were  crowded  with  freight  anc  the  best  class 

I         of  passengers,  and  seemed  to  enjoy  a  harvest  of  prosperity.    Intervening 

if        between  tho  trips  of  the  Cunabd  steamers,  they,  on  many  occasions, 

1         brought  more  passengers  at  an  equal  price  than  were  brought  by  the 

English   steamer  which  preceded  or  followed  them ;  and  the  books  of 

the  line  will  show  that  their  receipts  were  larger  than  their  sea-going 

expenditures.     But  beneath  this  prosperity  there  were  seeds  of  ruin, 

which,  under  ordinary  circumstances,  might  never  have  appeared. 

The  vessels  had  been  constructed  at  an  enormous  expense.  They 
were  the  pioneers  of  great  steamers,  and  a  large  sum  had  to  be  paid  to 
the  contractors  for  the  machinery  and  engiues  on  this  account.  The  pru- 
dent contractors  hesitated  to  incur  the  expense  of  constructing  tho  new 
machinery  requisite  to  build  such  enormous  engines  unless  at  an  extraor- 
dinary price.  These  vessels  cost  about  $675,000  each,  while  it  is  known 
that  the  Asia  and  Africa  (Cunard  steamers)  did  not  cost  over  $575,000 
to  construct.  Thus  the  line  entered  on  a  struggle  with  an  established  and 
successful  rival,  which  had  for  ten  years  enjoyed  a  monopoly  of  the  trade, 
with  a  heavy  mortgage  on  its  property.  Still  it  would  have  overcome 
this  disadvantage  under  the  great  public  favor  which  it  enjoyed,  but  for 
the  disasters  which  after  ,ards  overtook  it,  and  which  were  beyond 
human  control. 

In  Septembpr  of  1854,  the  Arctic,  Capt.  Luce,  came  into  coUisici,  off 
Cape  Race,  witn  the  French  steamer  Vesta,  and  went  down,  with  212 
passengers  and  110  of  her  crew. 

In  January,  1856,  the  Pacific,  Capt.  Eldridge,  sailed  from  Liverpool, 
and  was  heard  from  no  more. 

In  the  same  year  the  Adriatic,  the  largest  steamer  then  a€oat,  was 
launched  at  New- York.  The  embarrassmeiits  of  the  Company  were  now 
at  their  height,  and  from  the  pressure  of  debt  and  disasters  it  never 
recovered.  In  1858,  the  mortgagees,  doubtful  as  to  the  security  of  their 
investment,  determined  to  realize,  and  the  remaining  steamers,  the 
Atlantic,  Bailie  and  Adriatic,  were  withdrawn  from  the  service  and  sold. 

The  government  of  the  United  States  demanded  vessels  of  a  size, 
model  and  power  that  would  secure  the  highest  rate  of  speed ;  and  such 
vessels  could  only  be  built  and  maintained  at  an  extraordinary  cost, 
and  proportionate  expense  in  running  tuem.     Nor  is  it  to  be  concealed, 


12 


§ 


that  in  the  management  of  this  line  there  was  wanting  that  regard  to 
economy  which  is  essential  to  success  in  enterprises  of  this  nature. 

But  this  lino  did  not  close  without  having  rendered  the  public  a  great, 
an  inestimable  service — in  compelling  an  increase  in  the  size,  accommo- 
dations and  speed  of  the  British  Line.  Thus,  in  184'7,  the  average  pas- 
sages of  the  CUNARD  steamers,  to  and  from  Boston,  were  16  days  and  7 
hours,  which  was,  in  1859,  reduced  to  13  days,  23  hours,  a  gain  of  1 
day  8  hours.  Tlio  same  year  the  average  of  New-York  passages  of  the 
CcNARD  line  was  10  days  16  hours.  On  this  line  ^thc  British  owners 
had  put  their  fastest  boats. 

Throughout  the  period  of  the  competition  of  the  Collins  with  the 
CuNARD  line,  all  the  honor  was  to  the  former.  Its  steamers  beat  their 
English  rivals  nearly  a  day  and  a  half  on  the  average  voyages.  In 
nothing  was  American  pride  more  interested  and  gratified  than  in  this 
signal  triumph  of  national  industry  and  enterprise. 

The  following  tables  present  the  comparative  speed  of  the  American 
and  British  steamers  at  sundry  periods  : 


^ 


Average  Passages  of  the  Cunard  Steamers  in  1869,  from  the  Report  to 
Parliament  of  the  Select  Committee  in  1860. 


LIVERPOOL  AKD  BOSTON. 

LivKKPooi  TO  Boston." 

Names  op  BrsAntiu,     , • , 

No.  of  Average 

Passages,     Time  of  Pkssages. 

dayt.    hour*,    min, 

Niagara, 3  15  4  0 

Arabia, 6  12  19  13 

America, 5  14  20  6 

Canada 7  14  4  30 

Europa, 6  13  3  0         .. 

27        13       20        63 


Boston  to  Livkkpool. 


No.  of 
Passages 

Average 
Time  of  Passages. 

daj/i,    hours,    min. 

3 
6 
6 
6 
6 

11 
10 
11 
11 
10 

11         83 
7           6 

14        20 
2         50 

16         16 

26 

10 

23        21 

A 


LIVERPOOL  AND  NEW-YORK. 


LlVERPOOt  TO  NEW-YOKK.t 

NaJIKS  OiP  Steahebs.       / ' , 

No.  of  Average 

Passages.   Time  of  Passpges, 

dayt,  hours,  min, 

Persia, 7        U       11      49 

Asia 8        18         7       84 

Africa, 7        13        4       39 

Europa, 3         15       13       65 

Arabia,! 1        16      12        0 

26         13         3       20 

Reducing  Boston  to  New- 
York  distance,  the  av- 
erage of  all  passages  is  53         13       23        0 

Cunard  Linx,| average  as  above, 


NBW-TonK  TO  LiVKEPooL. 


No.  of 

Average 

Passages.      Time  of  Passage*, 

days. 

hours,  min. 

..7            9 

16         67 

8         10 

20        57 

8         10 

22         20 

3         11 

«   •                         •   •                    •   • 

28           6 

26         10 

16        40 

58 


11 
12 


o 
14 


0 
4 


*  9,823  Nautical  miles. 


t  8,013  Nautical  miles. 


i  One  trip. 


13 


Average  Passages  of  the  Collins  Steamers  at  several  periods. 
l^EW-YORK  AND  LIVERPOOL. 


Nahbs  or  Steauebs. 


LiTEBFOOL  TO  NeW-YORK. 


No.  of  Averngo 

Paggages.    Time  of  Pussages. 
1856.  daya.   hourt.  min, 

Baltic,* 7         12       12  0 

1857. 
Atlantic 4        11      13  0 


Nbw-Tobk  to  Liverpool. 

No.  of  Avcrnge 

Paagages.      Time  of  PaHsages. 

days,  hourt.  min. 

11  8  0 


7 

4 


10 


12 


NEW-YORK  AND  SOUTHAMPTON.f 


1800. 
Adriatic, S 


Inwnrd. 
10         2         20 


Outward. 
9         19         80 


e 
sQHges. 

1 

min. 

83 

•t 

6 
20 

.  '4 
1 

60 

■.* 

16 

21 


rs.  mtn. 

67 

57 

20 

5 


40 


0 

4 


TiiK  IIavre  Line. 

Managed  with  great  prudence  and  undisturbed  by  ar.y  cicrious  compe- 
tition, the  Havre  line,  notwithstanding  its  misfortunes  in  losing  the 
Franklin  and  Humboldt — fine  steamers — which  obliged  them  to  charter 
others  at  high  prices  to  fill  their  contract  until  the  Arago  and  Fulton 
were  built,  was  a  successful  line,  and  maintained  its  service  until 
the  breaking  out  of  the  rebellion,  which  stopped  travel  and  checked  com- 
merce, and  caused  a  withdrawal  of  the  line  in  December,  1861.  The 
line  is  still  in  the  hands  of  its  original  owners,  and  its  steamers  arc 
now  employed  as  government  transports.  It  must  be  remembered  that 
although  the  compensation  granted  this  line  was  small,  not  over  one 
dollar  per  mile,  yet  it  never  encountered  any  formidable  competition. 

The  Bremen  Line. 

This  was  the  pioneer  of  the  American  lines ;  but  on  the  expiration  of 
its  contract  in  ]  858,  its  owners,  "  The  Ocean  Steam  Navigation  Com- 
pany," being  unwilling  to  continue  the  mail  service  for  the  small  com- 
pensation granted  by  the  government,  even  with  the  old  vessels,  with- 
drew their  steamers.  Mr.  Vanderbilt  undertook  the  service  with  three 
of  his  unemployed  steamers,  but  it  was  finally  abandoned. 

The  Pacific  Line. 

At  the  time  of  its  organization,  this  great  company,  which  has  with 
such  success  and  profit,  and  in  defiance  of  all  competition,  maintained 
its  high  reputation  and  controlled  the  travel  of  the  Pacific  coast,  was 
a  fair  object  of  government  aid.  Yet  the  contract  awarded  to  it  was 
so  insuflUcient,  that  it  is  notorious  that  the  line  would  have  failed  and 

*  Tho  shortest  passage  across  the  AUaniio  was  by  the  Baltic,  ia  1854.    Time,  9  days,  16  bour»,  59 
mlnntes. 
t  Distance  to  Southampton  exceeds  that  to  Liverpool  59  miles. 


T 


liiii 


m 


i  I 


l'r<' 


u 

been  abandoned,  but  for  the  opportune  discovery  of  the  gold  fields  of 
California,  and  the  imnnense  emigration  which  ensued  just  as  it  com- 
menced its  operations. 

But  since,  with  the  growth  of  the  "Western  Empire  on  the  Pacific 
shore,  this  lino  may  be  considered  as  a  coast  line,  it  is  not  proposed  to 
include  in  this  sketch  more  than  a  notice  of  its  success. 

This  company  runs  a  line  of  boats  from  New-York  to  Aspinwall,  another 
from  Panama  to  San  Francisco,  touching  at  Acapulco  for  coal ;  a  branch 
line  touching  at  the  intermediate  points  on  the  coast,  Monterey,  San  Diego, 
Mazatlan,  &c.,  and  a  branch  line  by  the  Columbia  and  Willamette 
rivers,  to  Portland,  Oregon ;  a  third  branch  runs  from  San  Francisco  to 
Olympia,  at  the  head  of  Pugct  Sound,  stopping  at  Victoria,  on  Vancou- 
ver's Island,  in  British  territory. 

The  Havana  Link. 

The  subsidy  granted  to  Mr.  Mordeoai,  for  a  line  from  Charleston  to 
Ilavana,  was  sufficient  to  maintain  it  in  continued  and  prosperous  opera- 
tion, and  it  Avas  thriving  Avhen  the  rebellion  broke  out. 

This  closes  the  history  of  such  lines  as  were  subsidized  by  Congress. 
On  reference  to  the  table  at  the  close  of  this  section,  it  will  be  seen  that 
the  only  American  steamer  in  foreign  trade  is  the  Adriatic^  now  owned 
abroad. 

Coast  Liner. 

Besides  those  already  mentioned,  there  have  been  numerous  lines  es- 
tablished for  coast  service.  Of  these,  as  has  been  stated,  the  New-York 
and  Charleston  was  the  pioneer.  This  line,  the  New- York  and  Savannah, 
the  New- York  and  New-Orleans,  were  all  successful  in  their  management, 
and  in  great  favor  with  the  American  public.  The  Ne'.'York  and  Ha- 
vana lines  have  all  been  crowned  with  success,  and  largely  developed  our 
trade  with  that  rich  and  prosperous  island.  The  Tehuantepec  line,  which 
had  its  terminus  at  Minititlan,  on  the  Gulf,  was  abandoned,  owing  to 
the  shallowness  of  the  harbor,  which  does  not  admit  of  the  entrance  of 
steamers  large  enough  for  the  character  of  the  trade.  The  Nicaragua 
line,  the  terminus  of  which  was  at  San  Juan,  has  also  been  withdrawn ;  that 
harbor  is  filling  up,  and  there  is  not  now  a  draught  of  over  nine  feet 
water,  where  there  was  formerly  fifteen.  For  a  time  this  line  met  with 
success. 

The  Atlantic  and  Pacific  Steamship  Company,  controlled  by  Mr.  Van- 
DERBiLT,  runs  a  line  from  New- York  to  Aspinwall,  and  a  connecting  line 
from  Panama  to  San  Francisco. 

Mr.  Roberts  runs  an  independent  line  to  Aspinwall. 

Besides  these  regular  lines,  there  are  a  number  of  steamers  which  run 
upon  one  or  the  other  of  the  routes  named,  when  favorable  opportunities 
present. 

The  following  table  presents  the  several  steam  lines  now  in  operation. 
It  will  be  noticed  that  none  of  them  are  ocean  lines,  and  that,  with  the 
exception  of  the  Havana  and  Pacific  lines,  none  run  to  foreign  countries, 
on  the  American  continents : 


A 


%'\ 


:l 


10 


AMERICAN  STEAM  LINES,  JANUARY,  1864. 


^- 


I 

■■•:«■ 


A 


Jfdmu  <tf 
Line, 


PaolBo 

Hail  Sleamihlp 

Company. 


Atlfintio  and 
Paclllo  a  8.  Co. 


M.  O.  BoberU' 

OaUlbrnia  S.  8. 

Line. 


HaTana 

and 

New-Orleans 

Line. 


Spofford  and 

TllestOQ'a 

Line. 


New.York 

and 
Virginia. 


Cromwell't 

Line, 

Kev-OrleanaS.  S. 


New-Tork 

and 
Portland. 


KotUe. 


Panama 

to 

San  Francisco 

and 

Oregon. 


New-York 

to 
Aspinwall. 


New-Tork 

to 
Aspinwall. 

Panama 

to 

San  Francisco. 

New-Yoik 

lo 

Havana 

and 

New-Orleans. 


New-York 

to 

Havana 

and 

New-Orleans. 


New-York 

to 

Havana 

and 

New-Orleans. 

New-York 

to 
New-Orleaus. 


New-York 

to 
Portland. 


Steamer*  Employed, 


Cnnitltatinn, 

OoldenOity, 

Sacramento, 

Oolden  Age, 

St.  Louis, 

Sonora, 

Orizaba, 

Unele  Sam, 

Oallfornla, 

Mariposa, 

Monterey, 

Four  new  steamers  building. 


Ocean  Queen,... 

North  Sur, 

Northern  Light,. 

Champion, 

Ariel, 


Illinois 

Moses  Taylor, . 
Betrlbutlon, . . 

Empire  City,. 
America, 


Morning  Star,. 
Evening  Star, . 


E^fle, 

bolnmbia,. 


Roanoke, . 
Creole, . . . . 
Yazoo, 


George  Washington, . 

Cromwell, 

Lorusi  Point, 

Parkersburg, 


Potomac, 

Chesapeake, . 


Ton- 
nage. 


8,800 
8,878 
2.847 
2,282 
1,621 
1.616 
l,4fil 
1,484 
1,0&7 
1,099 
1,087 
18,000 


Total 
Ton- 
nage. 


Remarks, 


2,801 
1,867 
1,667 
1.490 
1,295 


2,168 
1.872 
2,600 

l.TM 
2,081 


2,022 
2,015 


1,600 
1,600 


1,071 
1,046 


810 
810 
475 
710 


462 
470 


88,907 


0,820 


9,817 


4,087 


8,200 


2,117 


2,805 


66,185 


SIdo-wheel. 


Propeller. 

Side-wheel. 


Side-wheel. 


SIde-wheeL 

PaclOc  Coast. 

Not    yet  ready 

for  Pacldo  Coast. 
i< 

Paoiflc  Coast. 


Side-wheel, 
•i 


Side  wheel. 

It 

Ballding  Proper. 


Propeller. 


Extra  boat. 


Propeller. 


There  are  no  Transatlantic  Ameriean  lines. 


F 


10 


THE  BRITISH  SYSTEM  OF  STEAM  NAVIGATION. 


Parliamentary  Leoislation. 


An  act  of  Parliament  (7  William  IV.,  chapter  3,  1837)  transforroJ  all 
contracts  by  the  Post  Office  Department  for  sea  mails  to  the  Admiralty. 
This  was  the  beginning  of  the  system  of  the  mail  steam-packet  service 
of  Great  Britain. 

The  passages  of  the  Sirius  and  Great  Western,  in  1838,  from  Liver- 
pool to  New- York,  having  plainly  demonstrated  the  practicability  of 
ocean  steam  navigation,  the  British  government  at  once  undertook  to  ex- 
plore the  new  field  thus  opened  to  her  industry  and  enterprise. 

In  the  following  year,  1839,  a  contract  was  made  with  Mr.  Cunard 
to  convey  the  mails  from  Liverpool,  via  Halifax,  to  Boston,  in  five 
steamers  of  the  first  class,  for  the  sum  of  £85,000,  or  $425,000  per 
annum.  It  was  stipulated  that  these  vessels  should  be  capable  of  con- 
version into  ships  of  war,  and  of  carrying  ordnance  of  the  heaviest  kind. 

This  line  of  steamers,  famous  as  the  Cunard  line,  was  immediately 
established,  and  the  results  of  the  experiment  were  so  favorable  that  the 
government  was,  in  1846,  induced  to  enlarge  the  contract  of  1839,  by 
adding  four  ships  to  run  from  Liverpool  to  New-York,  and  to  increase 
the  compensation  to  £145,000,  or  $726,000  per  annum  for  the  total  ser- 
vice.    These  last  vessels  commenced  their  trips  in  1848. 

In  1845,  the  government  entered  into  a  contract  with  the  Peninsula 
and  Oriental  Steam  Navigation  Company  for  the  employment  of  seven 
steamers,  at  £  160,000,  to  run  from  Southampton,  via  Gibraltar  and  Malta, 
to  Alexandria,  in  Egypt ;  thence  to  send  the  mails  overland  to  Suez ; 
again  thence  by  steamer  to  Singapore  and  Hong  Kong,  touching  at  Aden, 
Bombay  and  at  Point  de  Galle,  Ceylon,  with  a  branch  line  from  Point  de 
Galle  to  Calcutta,  touching  at  Madras. 

In  the  year  1840  a  contract  was  made  by  the  Admiralty  with  the  Royal 
Mail  Steam  Packet  Company,  at  66240,000,  or  $1,200,000  per  annum, 
for  fourteen  steamers,  to  carry  the  mails  from  Southampton  to  the  West 
Indies,  the  ports  of  Mexico  on  the  Gulf,  and  to  New-Orleans,  Mobile, 
Savannah  and  Charleston ;  to  make  24  voyages,  or  48  trips  a  year, 
leaving  Southampton  semi-monthly. 

In  consequence  of  some  disasters  during  the  first  years,  the  West  India 
line  was  relieved  from  touching  at  the  ports  of  the  United  States,  but  in 
1847  required  to  resume  its  trips  to  New-Orleans,  and  any  others,  as 
ordered. 

This  Company  received  a  contract,  in  1850,  of  £270,000  per  annum, 
to  carry  the  mails  twice  a  month  to  the  West  Indies;  and,  in  1851,  a 
further  contract  of  £25,000  to  carry  the  mails  once  in  each  month  to 
Brazil  and  the  River  Plate.  The  conditions  of  the  contract  required 
that  the  passages  should  be  made  in  the  following  time : 


\1 

To  St.  Thomas, in  1 4  days  1 2  hours. 

"  Colon, "  10     "     15     " 

"  llio "20     "       0     " 

From  llio "25     "       5     " 

To  Jiucnos  Ayres, "  :15     "     12     " 

From  Buenos  Ayres, "30     "     21     " 

From  St.  Thomas  ten  difi'orcnt  radiating?  lines  to  Mexico,  Central 
America,  the  Spanisii  Main  and  the  various  West  India  Islands,  keep 
up  a  constant  communication. 

These  three  lines  employed,  in  1848,  einrhty-scven  steamers,  and  for  the 
home  service  twenty-eight  smaller  steamers,  in  all,  one  hundred  and  fifteen 
steamships. 

In  1840,  the  fj.  crnmcnt  made  a  contract  with  the  Pacific  Steam 
Nav'ujatinn  tvinj)un>/  for  a  line  from  Valparaiso  to  I'anama,  touchinij  at 
intermediate  poi'its,  and  making  an  overland  connection  with  the  West 
India  line, 

A  series  of  contracts  were  also  entered  into  connecting  the  important 
commercial  towns  with  the  Continent. 

In  1852,  the  Peninsula  and  Oriental  Company*  and  the  Royal  West 
India  Mail  Company  alone  employed  fifty-three  steamers,  of  wliich  thirty 
were  wooden  vessels  and  twenty-tiircc  iron  ;  of  these,  sixteen  run  from 
Southampton  to  foreign  ports,  and  twenty-three  were  permanently  em- 
ployed abroad. 

In  1854,  Mr.  Cunard  received  a  contract  to  carry  the  mails  from  Hali- 
fax to  Uermuda  and  St.  Thomas,  for  £14,700  per  annum. 

In  1857,  the  African  Steamship  Company  took  a  contract  of  £3.3,000 
to  take  the  mails  once  a  month  to  the  Capo  of  Good  Hope ;  and  in  1858, 
to  the  West  Coast  of  Africa  once  a  month,  touching  at  Madeira,  Tenc- 
riftc,  Sierra  Leone,  and  other  intermediate  points. 

These  contracts  were  all  made  for  an  extended  period,  and  in  nearly 
all,  if  not  all  cases,  were  renewed  on  the  application  of  the  companies 
some  years  before  their  expiration.  In  such  renewals  the  government, 
while  not  withholding  an  additional  subsidy  when  its  need  was  imperta- 
tively  demanded  by  the  circumstances  of  the  service,  or  the  result  to  the 
contractors  in  the  bargain  made,  always  required  some  extension  of  the 
system,  so  as  to  allow  of  a  more  frequent,  a  more  direct,  or  a  more  effi- 
cient service.  While  seeking  always  to  make  the  system  self-supporting, 
it  lias,  nevertheless,  unhesitatingly  incurred  new  charges  whenever  it 
could  thereby  dcvelopo  the  commerce  of  its  people,  and  open  new  mar- 
kets to  their  industry. 

The  following  table,  taken  from  the  Post  Office  Report  of  1802,  will 
show  the  important  details  of  this  comprehensive  and  extended  system  : 


*  In  the  Appendix,  Table  No.  24,  may  bo  fonnd  a  tab!e  of  the  steam  fleet  of  the  Peninsula  and 
Oriental  Steam  Navigation  Company,  January  1, 1861. 


2 


18 


111 


Table  showing  the  Foreign  Slcam  Communication  of  Great  Britain,  and 
the   Government  tubsidies,  from  the  Report  of  the  Postmaster-Oenerat, 


No.  of 

tlic 
Linos,* 


12. 


18. 


Dettlnatlon. 


Southampton,  Vlco, 
Uporto  and  Lis- 
bon,  


No.  of 
Trips. 


CompaDies. 


Date  of 
Contract. 


14 

15 

16 
IT 

18, 

19, 

20. 


Southampton  to  Olb- 
raltar,  Malta  and 

Alexandria, 

Marsoilles,       Malta 

and  Alexandria, 
Suez  and  Bombay, 
Suez  and  Calcutta, 
Bombay  and  China,. 

Point  do  Qallo  and 
Sydney, 


Liverpool,  Halifax 
and  Boston,.. .. 

Liverpool  and  New- 
York, 


Halifax,      Bermuda 
and  St.  Thomas,.. 

West  Indies, 

Brazil    and    Kiver 
Plate,  


Paciflo, 

West  Coast  of  AO-ica, 


Cape  of  Good  Hope,, 


Throe  times 
a  month. 


Four 
times  a 
month, 

^  Twice  a 
month. 

Once  a 
month. 


Weekly. 


Once  a 
month. 

Twice  a 
month. 
Once  a 
month. 

Once  a 
month. 
Once  a 
month,  to 
touch  at 
Madeira, 
Tenerlffe, 

Sierra 
Leone,  &o. 

Once  a 


j 

Poninsulo  and  Ori- 
ental Steam  Navi-      Admiralty, 
gallon  Company, . ,  January  I),  1S52. 


Ditto. 

Ditto, 
Ditto. 


Sir  8.  Cunord 

Ditto, 

Royal    Mail    Steam 
Packet  Co., 

Ditto. 

Paciflo  Steam  Navi- 
gation Co., 

African     Steamship 
Co 


romh"     |Union8.8.Co„... 


Admiralty. 

January  1,  1858, 

July  T,  1854. 

Post  omco. 
April  16, 1861, 


Admiralty. 
June  24,  186S. 


July  1, 1854. 

July  6, 1860. 
January  1,  1861. 

April  1, 18t!2, 

Sept,  24,  1853, 


Sept.  12,  1852, 


Subsidy  por 
Annum. 


£6,000 

240,625 

134,672 
176,840 

14,700 

270,000 

25,000 
30,000 

88,060 


In  addition  to  this  extended  system  of  steam  mail  communication,  an 
increased  service  is  proposed  on  the  China  coast.  Before  the  recent 
hostilities,  a  line  was  contemplated  from  China  to  Japan ;  another  to 
connect  Brazil  with  Australia  across  the  South  Pacific,  and  Australia 
with  New-Zealand,  and  again  from  Panama  to  British  Columbia.  Nor 
will  this  sleepless  and  energetic  nation  pause  in  its  course  until  it  has 
girdled  the  world  with  its  constant  steam  communication ;  and,  by  the 
combined  wisdom  of  its  rulers  and  the  energy  of  its  people,  rendered  all 
nations  and  all  climes  tributary  to  its  power,  and  wealth,  and  comfort. 


*  The  preceding  nambers  are  of  domettie  linei,  or  lines  to  the  Continent. 


10 


THE    BRITISH    TELKGRAPHIC    SYSTEM. 


25 


T2 


40 


OU 


00 


60 

I,  an 
cent 
r  to 
ralia 
Nor 
has 
the 
dall 


Tub  British  government,  with  tho  same  Avisdom  with  which  it  lias  <lo- 
velopcd  an  extensive  By.steni  of  steam  eoiiinmnication,  has  also  fos- 
tered the  establishment  of  teh'grapliic  lines  continnously  connecting;  dis- 
tant points.  Finding  an  established  line  to  Sardinia,  they  entered  into 
a  contract,  in  1858,  for  what  was  called  tho  Mediterranean  extcMision. 
This  lino  extends  from  Cagliari,  in  tho  island  of  Sicily,  thence  to  Malta, 
and  then  on  to  Corfu,  the  object  of  tho  lino  being  to  give  tclegrapiiic 
communication  by  way  of  France  and  Sardinia  with  Malta  and  Corfu ; 
and  on  the  giving  way  of  the  line,  in  1868,  they  gr.intcd  an  additional 
facility  by  extending  tho  period  of  guarantee,  which  was  tho  form  of 
aid  adopted.  "  The  Mediterranean  Extension  Comjianif  then  laid  down 
another  cable  from  Sicily  to  Malta  by  a  more  circuitous  route.  This  Com- 
pany passes  its  messages  by  the  Submarine  Company  through  France, 
thence  to  Genoa,  from  Genoa  to  Corsica,  and  Corsica  to  Sardinia,  thence, 
as  stated,  to  Malta  and  Corfu. 

Dissatisfied  with  tho  necessity  of  passing  through  Franco  or  Germany 
to  the  Mediterranean  islands,  plans  were  projected  for  a  coast  lino  from 
Falmouth  to  Gibraltar  and  thence  to  Malta — entirely  submarine. 

In  1858  the  government,  finding  that  unless  it  gave  its  aid,  there  would 
bo  no  lino  of  communication  with  India  at  all,  resolved  to  interpose. 
The  same  mode  of  guaranty  being  adopted,  for  a  guaranty  of  4^  per  cent., 
for  60  years,  tho  "^erf  Sea  Telegraph  Company'^  imdertook  to  make  and 
lay  a  line  from  Alexandria  to  Suez,  from  Suez  to  Aden,  at  tho  straits  of 
the  Red  and  Arabian  sea,  and  from  Aden  to  Kurracheo  in  Ilindostan. 
From  Kurracheo  to  Bombay  a  line  has  been  since  completed,  and  con- 
nection made  with  Madnxs  and  Calcutta  on  the  Bay  of  Bengal,  and  Point 
do  Galle  in  Ceylon,  and  extensions  are  proposed  to  be  laid  from  Rangoon 
to  Penang,  thence  to  Singapore,  to  Manila,  Hong  Kong  and  Shanghac, 
but  they  can  only  be  made  at  a  very  great  expense.  And  from  Singa- 
pore to  Batavia  a  line  has  already  been  laid  down  by  the  Dutch,  and  a 
further  English  line  is  projected  to  run  from  Batavia  to  Melbourne, 
Australia. 

A  convention  was  made  with  Austria  to  lay  a  cable  from  Ragusa  to 
Alexandria  ;  and  tho  Turkish  government  has  granted  the  English  gov- 
ernment that,  for  99  years,  all  tho  telegraphic  static  .^  between  Alex- 
andria and  Kurracheo  shall  be  in  the  hands  of  an  English  Company. 

It  will  be  seen  by  a  comparison  of  the  points  connected  by  telegraphic, 
with  those  connected  by  steam  communication,  how  carefully  the  two 
systems  are  combined,  so  as  to  aid  and  foster  British  commerce,  and 
how  unsparingly  subsidies  have  been  paid  to  each  to  promote  this 
object. 


20 


THE  FRENCH  SYSTEM  OF  STEAM  NAVIGATION. 


Undkr  tlio  reign  of  Nnpoloon  I  IF.  Frnnco  lian  ngiiin  bcpiui  to  tlo- 
vclopo  her  marine  ronourccM,  and  recover  Honietiiin};  of  tlic  iiiaritiino 
power  anil  colonial  oxtuiision  which  nho  enjoyed,  until  it  waH  alniOHt 
destroyed  by  the  treaty  of  peace  of  1816. 

To  encourage  the  development  of  commerce,  the  government  pays 
cnormouH  subwidicR  to  the  great  linos  which  have  been  cstabliHhcd  to 
South  America  and  the  East.  France,  at  least,  docs  not  intend  to  leave 
the  control  of  the  seas  in  the  hands  of  one  power,  and  she  has  been 
gradually  seizing  such  important  points  as  had  escaped  the  attention 
of  Great  Britain,  or  she  has  made  points,  unimportant  in  themselves, 
at  great  labor  and  expense,  secure  ports  of  refuge  to  her  commerce, 
and  of  control  over  the  great  highways  of  the  world.  In  the  Medi- 
terranean, Algeria  oftsets  Malta.  In  the  Pacific,  Otahcitc,  seized  by 
Louis  I'iiillippe  and  placed  under  French  protection,  atlbrds  a  station 
un8ur[)as8ed  in  the  South  I'acific,  and  she  is  fast  acquiring  and  strength- 
ening ports  in  the  Indian  and  China  seas,  as  well  as  on  the  African 
coast. 

All  the  French  lines  arc  in  the  hands  of  one  great  company,  the  "  Afes- 
sagerles  Itnperialea"  under  a  largo  general  subsidy  from  the  government, 
which  is  increased  as  any  new  service  is  added.  This  company  is  on  n 
permanent  and  national  footing.  The  government  makes  the  advances 
necessary  to  build  the  steamers,  and  gives  an  annual  subsidy  besides,  and 
takes  from  the  line  an  annual  per  ccntage  of  not  exceeding  five  per  cent., 
by  which  it  repays  itself  gradually  for  the  first  advance.  The  Mcsmyerie 
employs  throe  great  lines,  and  a  fourth  is  now  contemplated. 

The  first  and  oldest  of  these,  having  been  now  over  twenty  years  cstab- 
lislied,  is  the  Mediterranean  line.  Tliis  service  is  performed  by  two  lines 
of  steamers,  one  of  which  leaves  each  alternate  week  for  Alexandria,  mid 
another  for  Constantinople,  touching  at  the  Italian  and  Greek  ports, 
Malta,  and  the  ports  of  Asia  Minor.  The  other  touches  at  the  various 
ports  on  the  coast  of  Africa,  Tunis,  Algiers  and  Tangiers.  These  vessels 
arc  all  under  the  command  of  First-Lieutenants  of  the  Imperial  navy,  with 
the  grade  of  Captain. 

The  East  India  service  is  performed  by  a  monthly  line  of  steamers, 
which  leave  Marseilles  and  touch  at  Alexandria;  thence  to  Aden,  Point 
de  Galle  and  the  Bay  of  Saigon,  and  ends  at  llong  Kong.  Connected 
with  these  are  two  branch  lines,  one  from  Hong  Kong  and  Shanghai. 
A  second  is  proposed  from  Aden  to  the  Isle  of  Bourbon — a  French  posses- 
sion.   The  main  line  has  been  in  operation  some  years. 

There  arc  two  transatlantic  lines  which  are  in  full  operation.  The 
first  runs  from  Bordeaux,  twice  each  month,  to  Brazil  and  La  Plata,  and 
hae  been  in  operation  some  five  or  six  years.  The  second  is  to  Mexico, 
touching  at  Santiago  de  Cuba,  on  the  Island  of  Cuba,  and  at  Martinique. 
This  line  leaves  St.  Nazairo,  and  ends  at  Vera  Cruz ;  a  branch  line  con- 


n 

necU  ^fnrlinilllle  witii  rumdalonpo.  Tho  mnin  Mexican  lino  linR  boon  in 
oporatioii  sinen  tiio  IVoncli  occupjitiou  of  Voni  Cruz,  unJ  will  shortly 
run  Honii-iiioritlily. 

Tiic  third  truuHfttlantic  lino  Is  now  nearly  rcac'y  to  roinmonco  its 
Bcuii-Mjonthly  trips  from  lluvru  to  Now-York — tho  first  »tcainer  to  leave 
in  April. 

PROGRESSIVE  INCREASE  !N  FRENCH  TONNAUK. 

Ko.  or  VR4HKi.fi.       Haimno  mn  Stkam.  Htramiha. 

On  TiiK  HUt,  Die.  Nuiiibor.  Tonnngo.  Muiiihor.  T<>nim|{0. 

1847 Il.:i2l  ..  <HW:>M  ..  117  ..  \'iM1 

1848 14,it5:i  ..  fi8:{,'21»8  ..  118  ..  13,15'i 

184i» Il,:{ft4  ..  «8<»,fl8ft  ..  110  ..  l.'t,391 

18f)0, M,;i54  ..  «88,180  ..  l'2tt  ..  13,025 

1861, 14,fi57  ..  704,421)  ..  131)  .,  ll»,4(U» 

185-.>, 14,«(i7  ..  721,427  ..  151  ..  22,171 

185:i, 14,710  ..  722,705  ..  174  ..  2t»,3i)0 

1854 14,:t9tl  ..  781»,7n3  ..  107  ..  35,098 

1855 14,248  ..  872, 15«  ..  225  ..  45.4«a 

185rt 14,724  ..  9'.>8,9!»rt  ..  275  ..  (Vt,n;i9 

1867, 16,77«  ..  1,052.57(1  ..  327  ..  71,479 

1868 16,187  ..  1,049,844  ..  824  ..  60,587 


PRESENT  STEAM  COMMUNICATION  BETWEEN  EUROrE 
AND  THE  UNITED  STATES. 


rith 


9C8- 


TiiK  legislation  of  the  t>vo  countries  has  been  presented,  and  tho  ser- 
vice rcnderf'd  by  the  American  lines,  so  lonj?  as  they  enjoyed  tho  sub- 
sidies of  the  government,  and  were  thereby  enabled  to  compete  with 
their  foreign  rivals.  The  following  table  shows  the  existing  steam  com- 
munication of  tho  United  States  with  Europe ;  and  the  fact  is  pointed 
out  with  humiliation  and  regret,  that  while  both  Great  Britain  and  the 
Ilansc  Towns  are  increasing  tho  number  of  their  vessels,  and  France  is 
about  to  establish  a  lino,  not  only  have  the  United  States  no  lines  across 
tho  .Vtlantic,  but  tliat  the  only  American  vessel,  tho  "  Adriatic,''^  which 
crosses  tho  ocean,  has  passed  from  American  into  foreign  hands. 

Yet  it  is  a  subject  of  natural  pride,  to  which  your  memorialists  point 
with  satisfaction,  that  in  this  field  of  enterprise,  as  in  all  others,  Ameri- 
can skill,  mechanical  industry  and  enterprise,  whenever  opportunity  was 
presented  for  fair  and  legitimate  competition,  maintained  an  equality 
with,  if  not  superiority  over  all  rivals;  and  they  now  believe,  that  with 
Buch  opportunity  afforded,  and  when  tho  seas  are  cleared  of  the  piratical 
cruisers,  they  will,  without  great  cliarge  to  tho  government,  recover  the 
passenger  trade  of  the  Atlantic  ocean  from  all  competitors. 


S2 


FOREIGN  STEAM  LINES  TO  THE  UNITED  STATES,  JANUARY,  1864. 


1 

t 

1 

'!!  ;ll 


LiMS. 


Cnqard 
Line, 


Sciew  Line. 


Dale  Line. 


London 

and  New- York 

£.  8.  Co. 


Anchor  Line. 


Montreal 
Ocean  B.  S.  Line. 


Oalway  Line. 


National 

Steam  Nar. 

Co, 

ITnmbiirf; 
American  Faclc't 

Co. 


North 

German 

Lloyd*  S.  S. 

Line. 

Jamaica 

and  Ha*-!!, 

Nassau 

and  Havana. 


Route. 


Liverpool 

to 
New-Tork, 

and 

Liverpool 

to 

Boston. 


Liverpool 

to 
New-York. 


Name  of  Steamers. 


Scotia, 

Persia 

Auittraiosian,. 

China, 

Arabia, 

Africa, 

Asia, 

Eoropa, 

America, 

Niagara, 

Canada, 


Kedar,. .. 

Heel  a, 

Oiympia, . 
Sciota,  . 


Ciiy  of  London, , 

"       New-York,  . . 

"       Baltimore,... 

"       Waahington, . 

"       Manchester, . . 

"       Cork 

"       Limerick 

Etna, 

Kdinburg, 

ICangaroo, 

Bogphnrns  Branch, . . . 
Qlastjow, 


Bellona, . 
Cella,... 


Unica, 

Avoca 

Una, , 

Rritannin, 

Caledonia, 

United  Kingdom,, 


St.  Qenrgp, . , 
St.  Andrew,. 
St.  Patrick,.. 


Adriatic,*. 
Columbia, . 

Louisiana,. 
Virginia,.. 
Carolina,.. 


Saxonia,.... 
H  ammonia,. 
Teulonia,... 
Borussia, . . . , 
Germania,. . 


America, . . . 
New- York, . 

Hanta, 

Bremen, . . . . 


Salad  in, . 
CorDicR, . 


Steamers,  total  tons, . 


Ton 'go 
of  each 
steamer. 


Total 
tonnage. 


4.18T 
8,688 
2.6H3 
2,522 
2.285 
2.()$8 
2,flM 
1,761 
2,n.'50 
1.824 
1,881 


1,028 
l,«8t 
1,C«6 
1,704 


2,r.60 
2,66(1 
2  ;!67 
2  880 
2,109 
1,.'^45 
1,540 
2,215 
2,197 
1.874 
448 
1,962 


26,870 


6,6S2 


1.708 
],68;J 


1,274 
1,265 
1,155 

1.426 
1,898 


4,000 

i,000 


2,271 
2,747 
2,410 

2,500 
2,100 
2,400 
2,100 
2,600 

2,509 
i,366 

2,882 
2,39s 

619 
1,042 


23,757 
3,8S6 

8,694 

2,819 
6,000 

7,428 

11,700 
10,155 


Under 
subsidy. 


Transferred 

from 

Philadelphia 

to 

New- York 

in  1857. 


Not  yet 
completed. 


Fine  Tesselt. 


Under  subsidy. 


*  This  steamer,  built  for  the  Collins  line,  and  now  ow^ed  abroad,  is  the  only  American  itetmsr 
which  croiiea  the  ocean. 


28 


GOVERNMENT  SUBSIDIES  TO  OCEAN  STEAMERS. 


dy. 


n«r 


Tub  wisdom  and  propriety  cf  government  paying  subsidies  to  ocean 
steamers  for  the  conveyance  of  tli3  mails,  lias  been  widely  discussed  both 
in  this  country  and  in  England,  by  able  writers,  by  the  press  of  tlie  two 
countries,  and  on  the  floor  of  the  House  of  Commons  and  the  halls  of 
Congress. 

In  the  beginning  of  the  controversy  the  liberal  view  prevailed  in  this 
country.  The  general  sentiment  of  the  nation,  justly  stimulated  by  the 
triumphs  which  our  steam  lines  rapidly  achieved  over  all  rivals,  and 
by  the  continued  successes  of  the  American  shipmaster,  was  clearly 
in  favor  of  giving  every  encouragement  to  these  enterprises.  The 
disasters  which  overtook  the  Collins  lino  —  disasters  beyond  the 
control  of  mechanic  or  master  —  beyond  the  ken  of  government  or 
owner — somewhat  dulled  this  enthusiasm,  and  strengthened  the  hands 
of  a  class  of  men  who,  changing  their  views  from  those  which  they  had 
before  entertained,  determined  that  they  would  no  longer  support  what 
they  were  pleased  to  call  a  tribute  to  Northern  prosperity  and  Northern 
commerce.  It  is  needless  here  to  oppose  this  narrow  policy.  The  day 
has  passed,  and  passed  forever,  when  an  American  will  look  with  jeal- 
ousy on  the  fostering  or  development  of  any  branch  of  the  industry  of 
the  country,  whether  agricultural,  commercial  or  mechanical. 

Yet  nothing  is  more  certain,  than  that  men  were  found,  (and  this  was 
as  nothing  compared  with  their  later  crime,)  who  were  ready  to  de- 
stroy the  commercial  supremacy  of  this  nation,  and  to  strip  it  of  its 
light  arm  of  offence,  by  crippling  its  marine,  that  it  might  be  the  more 
powerless  to  resist  their  then  premeditated  treason. 

Unfortunately  their  counsels  prevailed,  and  the  ocean  steamers,  in 
Avhich  the  country  took  such  a  hearty  and  honest  pride,  arc  among  the 
memories  of  the  past. 

In  England,  no  such  false  policy  has  prevailed.  From  the  year  1840, 
when,  the  experiment  of  the  Sirius  having  succeeded,  the  government 
set  itself  to  work  to  bind  in  its  chains  the  commerce  of  the  world,  there 
has  been  no  hesitation  or  drawback  on  the  part  of  the  authorities.  Re- 
peated investigations  have  been  had ;  volumes  of  testimony  have  been 
published ;  economists  have  attacked  the  system  in  vain.  Endeavors 
have  been  made  to  stimulate  the  lines  to  support  themselves,  yet,  what 
is  the  result?  One  answer  will  suffice.  Lord  Stanlev,  of  Alderley,  the 
Postmaster-General  of  Great  Britain,  in  his  report  of  1862,  says  : 

"  As  regards  the  cost  of  the  packet  service  generally,  I  entertain  a 
hope  that  at  some  distant  time  these  packets  will  all  he  self-supporting — 
that  is,  that  the  subsidy  will  in  no  instance  exceed  the  amount  of  sea 
postage,  but  for  many  years  to  come  there  will  be,  no  doubt,  a  deficiency, 
and  the  question  will  remain  how  the  deficiency  is  to  be  made  good  ;" 
and  he  suggests  that  the  colonies  should  be  made  to  pay  one-half  of  the 


"I 


24 


'i  '• 


cost  of  supporting  tho  service — which  may  bo  the  case  at  a  distant 
period.  If,  without  competition,  these  lines  cannot  be  maintained,  with- 
out government  subsidies,  it  is  not  probable  that  they  will  be  maintained 
with  such  competition. 

Intimations  have  b'jcU  made  that  the  British  government  were  ready  to 
abandon  the  systoni  of  subsidies.  There  is  little  doubt  that  the  system 
will  be  abandoned  so  soon  as  the  commerce  which  the  lines  develope 
becomes  sufficiently  great  to  enable  them  to  support  themselves  by  freight 
and  passengers  and  ordinary  sea  postage.  It  is  stated  that  this  is  already 
the  CKse  with  the  trade  to  tho  Ur'ted  States,  and  it  is  questionable 
whether  the  Cunard  line  will  receive,  on  the  expiration  of  its  contract, 
a  renewal  on  as  favorable  terms.  The  numerous  lines  springing  up  lead 
to  this  conclusion  ;  but  there  is  no  evidence  that  this  withdrawal  of  gov- 
ernment aid  will  be  applied  to  the  South  American,  West  Indian  or  East 
Indian  lines.  On  the  contrary,  every  year  something  additional  is 
granted  to  their  support  and  extension ;  and  the  period  at  which  they 
will  bo  self-sustaining  appears  to  be,  as  stated  by  Lord  Stanley,  remote. 

On  reference  to  tho  rate  of  speed  of  the  British  lines  on  the  foreign 
service,  particularly  that  to  the  West  Indies  and  tho  South  American 
coast,  it  will  be  found  that  the  reason  for  this  inability  of  the  lines  to  sus- 
tain themselves  does  not  arise  from  the  large  consumption  of  coal  requi- 
site to  a  high  rate  of  speed.  So  long  as  there  is  no  competition,  the 
government  does  not  exact  very  rapid  service.  Doubtless,  when  such 
competition  occurs,  the  subsidies  will  be  increased,  and  the  lines  bo 
further  encouraged.     This  applies  especially  to  the  coast  lines. 

With  regard  to  ocean  lines,  the  question  is  still  mooted  as  to  whether 
any  side-wheel  steamers  of  sufhcient  size,  strength  and  speed,  to  meet 
the  present  requirements  of  tr.ivol  and  postal  demand,  can  be  maintained 
without  subsidies  with  any  profit  to  the  owners ;  while  it  is  not  denied 
that  screw  steamers  may  be  so  managed  as  to  run  with  profit  without 
government  aid. 

In  1860,  a  special  committee  was  appointed  by  tho  House  of  Com- 
mons to  consider  the  whole  subject  of  steam  packet  and  telegraphic 
communication  ;  among  the  tables  reported  by  them,  are  the  two  follow- 
ing, which  show  the  existing  lines  and  the  cost  of  their  maintenance. 
Tho  one  is  a  report  of  the  cost  of,  and  loss  to  government  by  the  Cunaed 
line,  showing  the  diftbrence  as  against  the  government  to  have  been,  in 
the  year  1859,  £79,000,  or  $395,000. 

The  other  states  the  service  of  all  the  lines,  and  shows  the  loss  to  have 
been,  in  1859,  £514,400,  or  $2,5'72,000.  What  a  small  per  centage  to 
pay  for  the  enormous  increase  which  steam  communication  has  given 
to  commerce,  and  the  comforts  it  has  gi'^en  to  the  world  ! 

If  no  pecuniary  gain  resulted,  it  were  a  small  price  to  pay  for  the  hap- 
piness which  it  promotes,  drawing  near  the  distant  and  loved,  and  again 
uniting  for  a  season  those  who,  but  for  this  annihilation  of  time  and 
space,  had  been  forever  divided. 


20 


An  EsTrMATB  of  the  Corbespondkncb  conveyed  by  the  British  Americas  Packkts, 
(CuNARU  Link,)  in  one  year,  1859;  of  the  total  British  Postage  thereon  ;  of  certain 
deductions  to  be  made  from  the  total  British  Postage;  of  the  British  Sea  I'oitage 
remaining  after  making  those  deductions;  of  the  coi-t  of  Sea  Conveyance,  on'!  of 
the  difftrence  between  the  coat  of  Sea  Conveyance  and  the  amottnt  of  Sea  roitujf. 

I'Vom  the  Report  of  Select  Committee  on  Postal  and  Telegraphic  Contracts,  made  to 
the  House  of  Commons,  May,  1860. 


Correspondence. 


Letters. 
No. 


4,810,000 
848,800 

18B,T00 


Printed 

-Matter. 

No. 


1,758,000 
471,800 


46,000 


cannot  be 
110,300 


Oz. 
290,S00 


1 1 64,920 


84,400 
stated. 


104,000 


Oz. 

821,000 


Between  the  U.  Kiiitfdom  and  the  U.  8.,. . . 
Do.  do 

Between  the  United  Kingdom  and  Canada, 
Do.  do. 

Of  this  number  only  884,000  (which  were  de- 
spatched I'rom  tlie  United  Kingdom,)  pro- 
duced any  Britisli  postage. 

Between  the  United  Kingdom  and  the  rest 
of  British  Nortli  America  and  Bermuda,. 

tincluding  £1,5U0  fur  postage  on  official 
letters. 

Between  the  United  Kingdom  and  the  rest 
of  British  North  America  and  Bermuda,. 

:tOf  thia  number  tlie  papers  received  in  the 
United  Kingdom  produced  no  British 
postage. 

Between  the  United  Kingdom  and  Havana, 

Mexico  tad  California, 

Do.  do. 

Between  intermediate  ports, 

Between   the   Continent  of  Europe    and 

North  America  in  open  malls, 

Do.  do 

French  and  Prussian  closed  mail, 

Deduct  for  returned  letters ,... 

Deduct  fur  British  inland  rate,  1,'^d.  per 
letter  on  the  whole  number  of  letters  in 
the  number  column, 

And  half  the  postage  on  the  printed  mat- 
ter, with  the  exception  of  the  1  centime 
on  the  French  ond  Prussian  closed  muils. 


Total 

llritish 

Postage 

on  Letters. 


£  82,S00 
6,000 


t4,550 


Toinl 
British 
Postage 

on 
Printed 
Matter. 


£7,500 
1,600 


2,750 
2,700 
5,620 

17,950 


£122,070 


670 


140 


460 


530 


£  10,900 
122,070 


£  132  970 
4,885 

128,135 
11,000 

5,135'       10,135 


Sea 
Postage. 


£112,000 


COST   OF   SEA   CONVEYANCE. 


For  conveyance  of  mails  between  Liverpool  and  to  Halifax  and  Boston, 
and  between  Liverpool  and  New-York, 

Do.  do.  Between  New- York  and  Nassau,.... 

Do.  do.  Between  Halifax  and  Bermuda  and 
St.  Thomas,  and  between  Halifax  and  St.  John's,  Newfoundland,.. 

LOSS  on  the  service,  viz.,  difference  between  sea  postage  and  cost  of  aea 
conveyance, 


£178,30n 
8,000 

14,700 

191,000 

£79,000 

26 


!  1. 


1^1 


i 


I 


h 


; 


m 


In  the  beginning  of  the  mail  service  the  British  government,  so  far 
from  losing,  was  a  gainer  by  its  contracts  with  the  Cunard  steamers. 

It  has  been  estimated  that,  in  the  six  years  from  1841  to  1846  inclu- 
sive, the  amount  of  moneys  received  for  sea  postages  by  the  British 
Government,  was,  in 

Estimate  of  Sea  Postages  received  from  Cunard  Line,  from  1841  to  1846. 


1841, 21  voyages, 

1842 21 

1843, 20        " 

1844 20         " 

1845, 21         " 

1846 19         " 


$1,327,200 
1,327,200 
1,295,600 
1,295,600 
1,327,000 
1,264,200 


Total  6  years, 122 

The  amount  paid  for  service,  6 
years,  £85,000  each, 

Balance  to  credit  of  Great  Britain, 


17,836,800 

£4,500,000    —    12,550,000 

f5.286,800 


This  estimate  was  based  on  an  average  mail  of  60,000  letters,  40,000 
printed  papers,  and  an  average  yield  of  $31,600.  This  was  the  estimate 
submitted  to  the  Senate  by  Mr.  King,  of  Georgia,  in  his  speech  on  the 
Marino  Packet  Service  in  July,  1848. 

The  establishment  of  the  Collins  line  destroyed  this  monopoly,  and 
it  has  never  been  regained. 

A  Stalement  showing  the  Payment  for  each  of  the  Forevjn  and  Colonial 

Packets  under  contract  with  the  British   Government :  the  estimated 

Sea  Postage  on  the  Correspondence  conveyed  hy  each  line  of  Packets  ; 

the  Profit  or  Loss  on  each  Line,  dtc,  in  1859,  from  the  Report  of  the 

Select  Com^nittee,  1860. 

The  cost  of  Sea 
Conveyance  per 
ounce  of  Letter 
and  pound  of 
Printed  Matter. 


Packets. 


Contract 
Payments. 


Sea 
Postage. 


Profit. 


Loss. 


A.  DovEB  AKD  Calais,  and  \ 

Dover  asd  Obtbnd —  ) 

B.  Peninsula, 20,500 

0.    North  America, 191,000 

D.  West  Indian, ) 

Pacific V    293,500 

Brazilian, ) 

E.  West  Coast  of  Africa, 80,000 

F.  The  Cape  of  Good  Hope, . .      82,400 

O.    Australia, 97,000 

IL    East  Indies, 168,000 


£15,500    ..    £76,000  ..   £60,50C    ..'       .... 

8,000 £176,000 

112,000 79,000 

78,000 215,500 

4,000 26,000 

7,500 24,900 

29,000 68,000 

84,000 84,000 


8^ 
6 


4    8 


1  85-16 
iJi 

4  11-16 


£847,900    ..  £393,500  ..    £60,600  ..£514,400 


A  loss  per  annum  of  £514,400. 

Lord  Stanley,  in  his  report  of  1862,  remarks,  ^^  that  the  American 
mails  in  their  ordinary  course  entail  a  heavy  Zo«*."  And  on  examination 
of  the  above  tables  it  will  be  found  that  the  chief  loss  was  in  the  ser- 
vice with  the  American  continents,  £79,000  on  that  to  North  America, 
and  £215,500  to  the  Southern  American  countries.  Yet  it  is  not  proposed 
to  withdraw,  but  rather  to  increase  the  lines  and  extend  their  service. 


27 

E.xpcricncc  has  shown  that  ocean  mail  lines  cannot  be  maintained  at 
all  without  government  subsidies,  and  coast  lines  only  under  the  most 
favorable  circumstances ;  that  is,  where  the  population  and  consequent 
travel  is  large,  coal  easily  obtained,  and  freight  regular  and  ccrt.iin. 

Nor  can  it  be  answered  that  the  existence  at  the  present  of  numerous 
and  successful  lines  upon  the  Atlantic,  which  arc  running  in  many  cases 
without  subsidies,  is  an  evidence  against  the  truth  of  this  assertion.  It 
must  not  bo  forgotten  that  the  "times  are  out  of  joint,"  that  rebel 
cruisers,  fitted  out  in  British  ports  with  the  last  improvements  in  ma- 
chinery and  armament,  strong  to  assail  the  weak  and  defenceless,  and 
light  of  foot  when  pursued  by  men  of  war,  have  driven  American  com- 
merce from  the  seas,  and  thrown  into  the  hands  of  the  foreigner  a  large 
part  of  our  carrying  trade — a  proportion  of  which  has  been  made  tribu- 
tary to  the  foreign  steam  lines. 

It  is  safer  to  draw  all  comparisons  to  the  summer  of  1860,  when, 
though  the  cloud  hung  lowering  over  the  political  horizon,  commerce 
had  not  yet  taken  in  its  sail  or  altered  its  courses. 

During  the  time  of  the  existence  of  the  competition  between  the 
British  and  American  lines,  while  the  foreign  companies  were  all  thriv- 
ing, those  of  this  country  were  gradually  becoming  embarrassed ;  this 
was  owing,  mainly,  to  the  higher  rate  of  compensation  paid  by  the  British 
government  for  their  mail  service.  Thus,  it  was  estimated  by  Mr.  Rainey 
that,  in  1858,  the  ocean  mail  steamers  of  Great  Britain  run  2,532,231 
miles,  at  a  total  cost  to  the  Admiralty  of  £1,062,797,  or  $5,333,985. 
The  ocean  mail  steamers  of  the  United  States  run  735,732  miles  per 
year,  at  a  total  charge  on  the  Post  Office  Department  of  $1,329,733.  The 
British  steamers  run  three  and  a  half  times  as  many  miles  as  the  Ameri- 
can and  received  a  sura  more  than  four  times  as  large. 

The  following  tables,  taken  from  the  work  of  Mr.  IIainey  on  the  Ocean 
Post,  show  that  while  the  British  government  was  paying  to  four  of  hor 
principal  ocean  lines  an  average  of  $2  39  per  mile,  the  American  gov- 
ernment was  paying  to  five  of  ours  an  average  of  $1  80f  only,  or  about 
two-thirds  as  much  as  the  former.     The  tables  are  made  up  for  1857. 

Table  showing  Comparative  Subsidies  to  American  and  British  Lines  in 

1857. 


LiNB.  Trips. 

Collins 29   .. 

Bremen 13   .. 

Havre 13  .. 

Aspinwall,  ....  24   . . 

Pacific 24  . . 

Havana 24   .. 

Vera  Cruz 24  . . 


AMERICAN. 

Pay 

per  mile. 

Distances. 

Subsidy. 

Gross  Postage. 

Total  mtles. 

3,100 

. .     $385,000 

..  $415,867   .. 

124,000  . 

.     $3.10J 

3,700 

128,937 

..     123,937  .. 

96,000  . 

.       1.34 

3,270 

88,484 

..       88,484   .. 

85,020  . 

.       l.OOJ 

3,200 

290,000 

..     139,610   .. 

153,600  . 

1.88i 

4,200 

348,250 

..     183,238   .. 

201,fi00  . 

.       1.70 

669 

60,000 

6,288   .. 

32,112   . 

.       1.86J 

900 

29,062 

6,960   .. 

43,200 

.07 

$1,329,733 

$1,036,740» 

725,732» 

I.80J 

Average. 

""he  sliglit  errors  in  these  footings  occur  in  the  oMginal. 


28 


BRITISH. 


''■'■■ 


Ml 


i 

hi 


.1 


Dit-  GroM  Total 

Lmi.  Trips.  tance».    Bubslily.       Poitagp.  mile*.  Pay  per  mile. 

Cnnard 62       8.100     £173340     £141,667.10  804,000     11».    4^d.  12.8')^ 

Koy»lMall, 24      11,402       27«,000       106,005.00  ^47,296       9    10  246 

Peninsula  and  OrleiiUl,....    24      ♦....         244.0(0       178,186.11  796,087       «    OlJi        1.88>tf 

Australian, 12      14,000        185,000         83,251,12  880,000     11    00  2.73 

Bermuilaande^t.  Tli..m«»,..    24       2,042         14,700  ....  08,000       8    00  0.75 

Panama  and  Valparaiso,...    24       2,718        25,000  5.718,00  180,481       8    10  0  96 

West  Coast  of  Africa, 13        6,245         28,250  8,196,02  149,880       2    06  0.62>tf 

French, 
Belgian  and 
Duich  pottage. 

Channel  Islands 156         182  ....         f  74,430.08         41,194 

Holyhead  and  Kingston,...  7<^0  04  ....  -{  36,158.09  98,440 
Liverpool  and  Isle  of  Man,  112  70  ....  (,10,0.32.15  14,560 
Shetland  and  Orkneys, 62         200  ....  20,800       ....  .... 

£1,062,797      £591,573.07    2,532,231     9».  7ti.         $2.39 
Total  average,  per  mile,  |2.10>^    Average  of  four  principal  lines,  |2.S9. 

These  subsidies  have  been  gradually  increasing  from  the  year  1850, 
and  additions  made  as  new  services  were  required  from  the  lines,  grow- 
ing out  of  the  increased  commerce  which  followed  their  establishment ; 
and  in  times  of  commercial  distress,  as  well  as  in  prosperity,  the  same 
sustaining  and  unfaltering  protection  has  always  been  aiForded  by  the 
sagacious  and  far  seeing  policy  of  the  British  government. 

As  an  instance  of  the  careful  manner  in  which  the  government  of 
Great  Britain  has  nursed  and  fostered  her  steam  linos,  a  sketch  is  given 
of  the  history  of  the  Royal  Mail  iSteam  Packet  Company. 

The  original  contract  for  the  West  India  service  was  made  in  1840, 
and  was  for  ten  years  from  January,  1842,  at  a  subsidy  of  £240,000  per 
annum.  The  service  was  bi-monthly,  and  the  speed  about  eight  knots 
an  hour.  The  original  rate  per  mile  was  about  1  shillings  sterling,  but  on 
representations  that  the  service  could  not  be  performed,  the  rate  was 
raised  to  12s.  'Sd.  per  mile.  In  184G  the  contract  was  extended  for 
another  period  of  ten  years.  At  that  time  the  company  undertook  the 
Brazilian  addition  to  the  West  India  service,  receiving  therefor  an  ad- 
ditional subsidy  of  £30,000  per  annum.  This  is  a  monthly  service. 
The  rate  of  speed  was  increased  to  nine  knots  per  hour,  and  in  1852  to 
ten  knots.  In  the  year  1858  two  additional  years  were  added  to  the 
contract,  on  condition  of  an  increased  speed  on  the  Brazil  route,  upon 
which  the  company  had  put  its  old  boats,  an  increase  in  the  size  of  the 
West  India  steamers,  and  a  branch  service  from  Rio  de  Janeiro  to  the 
River  Plate. 

The  time  on  the  Rio  service  was  reduced  from  67  to  55|^  days,  and  to 
the  Isthmus  of  Panama  from  59  to  42  days. 

In  the  early  service  of  this  line  stoppages  were  made  at  Teneriffe  and 
Madeira,  at  considerable  advantage  to  the  company,  but  on  account  of 
complaints  of  delay  it  was  dropped  from  the  service. 


*  From  Southampton  to  Alexandria,  Suez  to  Hong  Kong,  Southampton  to  Gibraltar,  dec,  &e.,  &o. 


29 

In  the  evidence  before  the  Select  Committee,  in  1860,  in  reply  to  in- 
quiries of  Mr.  Laino,  the  Secretary  of  the  company  stated  that  the 
commercial  traffic  on  the  Royal  Mail  Line  was  not  such  as  to  enable  any 
independent  line  of  steamers  to  exist.  The  books  of  the  company  had 
been  repeatedly  examined;  the  expense  of  steaming  was  shown  to  be  so 
great,  that  unless  with  a  subsidy  on  that  line  the  traffic  was  certainly  not 
enough  to  pay  :  yet  there  had  never  been  any  competing  line. 

What  has  been  the  result  of  this  careful  management  J  The  British 
lines  have  so  monopolized  the  service  of  the  Central  and  South 
American  countries,  that  letters  for  Mexico  arc  now  sent  to  our 
consul  at  Havana,  by   him,  through  the  English   consul   at  the   same 

f)ort,  placed  on  board  the  English  steamer  for  Vera  Cruz,  (a  town 
leld  by  the  French,  where  all  mails  are  opened,  and  which  is,  moreover, 
shut  out  from  all  communication  with  the  interior,)  at  an  enormous  rate 
of  postage.  A  procedure  by  no  means  gratifying  to  national  pride,  con- 
sonant to  national  interest,  or  calculated  to  increase  our  influence  with  our 
neighbors. 


GROWTH  OF   THE   BRITISH    STEAM   MARINE. 


Tub  British  statistical  tables  of  trade  and  navigation  show  a  steady 
increase  in  the  number  of  steam  vessels,  and  a  rising  ratio  in  comparison 
to  sailing  vessels. 

In  1854,  of  30,348  vessels,  measuring  5,115,846  tons,  registered  as 
belonging  to  the  United  Kingdom  and  British  Possessions,  1,708  were 
steam,  tonning  326,452  tons. 

In  1861,  of  38,868  vessels,  measuring  5,895,369  tons,  2,473  were 
steam,  tonning  561,023  tons. 

Thus,  in  seven  years,  the  total  gain  in  tonnage  of  both  sailing  and 
steam  was  779,523  tons,  of  which  nearly  one-third,  234,571,  was  of 
steam  vessels.  The  same  rate  of  increase  maintained  for  a  few  years 
will  change  the  character  of  British  vessels,  and  give  a  predominance  to 
steam  over  sailing  vessels. 

It  will  be  seen  by  reference  to  the  following  tables,  that  the  rate  of 
increase  of  steam  over  sailing  vessels  is  steadily  progressing  : 

Tonna(je  of  Registered  Vessels,  Sailing  and  Steam,  which  belonged  to  the 
United  Kingdom  and  British  Possessions  on  the  31st  December,  1854 
to  1861. 

Vsn^.         Sailing        t^„„„.         Sttam         -.„-«,«<.         ^"'"^  ^"'"^  '^t^^tf/* 

^'""^'-  Vutll        T<m.^<'g*.        y^^^^^^        To.inage.       y^^^^^        Tonnage,     j^^^^f/,. 

1854, 8i,M0  ..  4,759,894  ..  1,708  ..  826,462  ..  86,343  ..  6,115,846  ..  269,003 

1855, 83,782  ..  4,842,263  ..  1,910  ..  409,290  ..  85,692  ..  5,250,653  ..  260,194 

1856, 84,062  ..  4.894,719  ..  1,951  ..  417,717  ..  86,012  ..  5,312,436  ..  207,573 

1857, 84,956  ..  6,077,921  ..  2,132  ..  453,966  ..  87.088  ..  6,631,887  ..  287,358 

1858, 85,512  ..  6,121,203  ..  2,239  ..  488,415  ..  87,751  ..  6,609,623  ..  288,345 

1869, 85,961  ..  6,187,638  ..  2,239  ..  472,764  ..  88,200  ..  6,660,402  ..  291,431 

1860, 36,164  ..  6,210,824  ..  2,337  ..  600,144  ..  88,501  ..  6,710,963  ..  294,460 

1861, 36,395  ..  6,334,346  ..  2,473  ..  561,023  ..  88,963  ..  6,896,369  ..  299,861 

A  table  of  another  character  presents  a  comparison  of  the  number  of  vcs- 


80 


sels  engaged  in  the  homo  and  foreign  trade  in  the  years  1853  and  1861. 
The  year  1853  is  taken  from  the  fact,  that  the  present  system  of  keeping 
the  accounts  of  trade  and  navigation  only  dates  from  that  period : 

Number  and  Tonnage  of  the  Registered  Sailing  and  Steam  Vessels,  ex- 
clusive of  River  Steamers,  of  the  United  Kingdom  engaged  in  the 
Home  and  Foreign  Trade. 

Sailing         t.,««/.^*        Uttam     'r^„„„„.         Total  Total 

VMtli.         Tonnage.     ,,'„,^,,.    Tonnagt.      yg,„i,,       Tonnagt. 

Home, 8,4TT    ..       680,342     ..    874    ..      85,4Tl     ..      8,851     ,.       774,814 

Homo  and  Foreign, 070    ..       100,800    ..      28    ..        7,260    ..         008    ..       164,060 

Foreign, 8,120    ..    2,665,685     ..    237  125,689    ..      8,857    ..    2,701,224 

1668, 17,667    ..    8,611,827     ..    639     ..     218,260    ..    18,206    ..     8,780,037 

Homo, 11,060    ..       832,771     ..    443     ..     102,796    ..    11,608    ..       985,866 

Homo  and  Foreign, 1,826    ..       210,522     ..      72    ,.      24,024    ..      1,808    ..       244,446 

Foreign, 6,902     ..    2,866,218     ..    477     ..    418,465     ..      7,870     ..    8,179,088 

1861, 10,288     ..    8,918,511     ..    097     ..    441,184     ..     20,285    ..    4,860,605 

The  rate  at  which  this  gradual  increase  in  the  proportionate  number 
of  steam  vessels  has  progressed,  may  be  seen  by  a  table  showing  the 
number  of  sailing  and  steam  vessels  built  and  registered  in  the  United 
Kingdom,  from  1853  to  1861.  It  will  be  seen,  that  of  798  vessels  built 
in  1863,  and  tonning  203,171  tons,  153,  tonning  48,215ton8,  less  than 
one-quarter  of  the  increased  tonnage,  were  of  steam.  In  1861,  out 
of  975  vessels,  tonning  200,839  tons,  201  were  steamers,  tonning  70,869 
tons,  more  than  one-third  of  the  increased  tonnage. 

Sailing  and  Steam  Vessels  built  and  registered  in  the  United  Kingdom. 

Iron. 

4 ' 

Sailing  Steam  Total  Total         Sailing  Sieam 

Vessel*.    Tonnage.       Vessels.     Tonnage.      Vetseli.      Tonnage.       Vessels.  Vtssel*. 

1853,  645  ..  154,956  ..  153  ..  48,215  ..  798  ..  203,171  ..  10  ..117 

1854,  628  ..  132,687  ..  174  ..  64,256  ..  802  . .  196,912  ..  86  ..152 

1855,  865  ..  242,182  ..  283  . .  81,018  ..1,098  ..  823,200  ..  47  ..195 

1856,  921  ..  187,005  ..  229  ..  67.573  ..1,150  ..  244,578  ..  83  ..175 
1867,1,050  ..  197,564  ..  228  . .  52,918  ..1,278  ..  250,472  ..  88  ..165 
1868,  847  ..  154,930  ..  183  ..  53,150  ..1,000  ..  208,080  ..  25  ..112 

1859,  789  ..  147,967  ,.  160  ..  38,003  ..  939  . .  185,970  ..  34  ..  106 

1860,  818  ..  158,172  ..  198  ..  53,796  ..1,016  ..  211,968  ..  32  ..  149 

1861,  774  ..  129,970  ..  201  . .  70.869  ..  976  ..  200,839  ..  43  ..169 

How  fully  Great  Britain  controls  her  own  steam  carrying  trade,  and 
how  largely  she  has  developed  and  increased  it,  are  shown  by  the  fol- 
lowing tables.  The  most  striking  points  are,  that  in  1853  the  num- 
ber and  tonnage  of  steam  vessels  of  the  several  nationalities  entered  at 
the  various  ports  of  the  United  Kingdom  were  4,505  steam  vessels,  of 
1,335,636  tons:  of  these,  3,984  were  English,  tonning  1,170,850  tons, 
and  35  American,  46,670  tons.  In  1861,  8,696  steam  vessels  were  en- 
tered, tonning  2,801,743  tons,  of  which  7,229  British,  2,375,856  tons, 
and  5  American,  7,778  tons. 

In  1853  the  United  States  was  fourth  on  the  list ;  in  1861,  jBfteenth. 
Norway  being  then  represented  by  17  vessels;  Denmark  by  34  ;  Ham- 
burg by  176;  Bremen  by  131,  and  Lubeck  by  4. 


81 

Number  and  Tonnage  of  Steam  Vessels  of  each  Nation  entered  and  cleared 
at  porta  of  the  United  Kingdom  in  1853. 

„                                                       Entkbbd.  Clsabrd. 

Nationalities.  . — > >  ,_ , , 

Ve$teU.              Tom.  Vtsaelt.  Tont. 

J""8h 8,»84     ..     1,176,860     ..  0,608     ..  1,090,000 

Bwodish 2     ..  190 

Norwegian, ^..            2     ..               145     '. .  ,' 

J?""'*!'. 17     ..            4,471     ..  *18     '.'.  4.734 

Prussian 12     ..            2,788     ..  10     ..  2,850 

Otlior  German  States, 11«     ..          82,457     ..  117     ..  31,;5C5 

5"*c*i, 184     ..          38,566     ..  185     ..  38,434 

Belgian, 125     ..          28,888     ..  121     ..  27,888 

french, 14     ..            1,526     ..  14     ..  1,526 

Spanish, H     ..           8,086     ..  13     ..  2,92» 

Portuguese, 1     ..  2O6 

American,  U.  S., 35     ..         46,670     ..  38     . .  51,347 

4,506     ..    1,335,030     ..  4,185     ..  1,260,749 

4,505     ..  1,335,636 

Total  entries  and  clearances, 8,690     ..  2,586,385 

In  ballast,  or  passengers  only,        268     . .          44,025     . .  404     . .  73  234 

British,             do.          do.                203     ..          44,025     ..  380     . .  67,349 

Steam    Vessels  entered  and  cleared  in  1861.* 

Entered.  Cleabed. 

iTationalities.  , — ' ,  , , ^ 

„.,,„.,             ,    ,          ,     Veuett.                Tons.  Veuels.  Tant. 
United  Kingdom  and  depend- 
encies      7,229     ..     2,875,856     ..  6,818     ..  2,284,888 

Russian 23     ..          14,168     ..  29     ..  14,009 

Swedish 20     ..            4,914     ..  19     ..  4,872 

Norwegian 17     ..           6.047     ..  18     ..  6,707 

Danish, 84     ..            8,765     ..  39     ..  10.591 

Prussian 46     ..          l'^,461     ..  45     ..  '      11.899 

Mecljlenburg 1     ..  269 

Hanoverian, 22     ,.            3,603     ..  22     ..  3  603 

Oldenburg 2I     ..            4,473     ..  19     ..  4.091 

Hamburg 170     ..          95,708     ..  184     ..  100,046 

Bremen, 131     ..          69,297     ..  135     ..  70  722 

Lubeck 4     ..            1,632     ..  7     ..  2,670 

Dutch 297     ..          64,650     ..  305     ..  66,262 

Belgian, 226     ..          49,096     ..  74     . .  24  877 

I'rench 852     ..          46,081     ..  61     ..  17;364 

Spanish 89     ..          84.831     ..  87     . .  35,697 

Portuguese, 8     ..           2,552     ..  3     ..  1,801 

Austrian l     ..               341     . .  1     ..  341 

American,  U.  a, 6     ..            7,778     ..  8     ..  10,896 

Brazilian, 1     .,  jgo 

Others, 2     ..  1,290 

8,696     ..     2.801,743     ..  7.878     ..  2,672,444 
8,696     ..  2,801,743 

Total  entries  and  clearances 16,674     ..  6,474,487 

In  ballast,  or  passengers  only,.        849     ..        242,522     ..  415     ..  127  496 

English,             do.        do.              765     ..             389     . .  ...'... 

*  For  tables  of  1860  see  the  Appendix, 


33 

By  A  comparison  of  tlio  two  tables  immediately  prccedinp,  winch 
show  the  "  number  ami  Umnaije  of  tteam  vcsseln  of  each  nation  entered  and 
cleared  at  ports  in  the  United  Kinr/dom,''^  in  1863  and  1801,  on  accnrato 
estimate  can  be  nmdo  of  tbo  rapid  pfrowth  of  tlie  liritiah  Steam  Marine 
in  that  limited  period.  It  is  ecjuaily  instructive  to  observe  tlie  steady 
ii.crcasc  in  tlie  entries  and  clearances  of  steamers  belonging  to  tbo  Con- 
tinental Poioers  and  to  those  of  Northern  Euroj)e.  The  increase  is 
marked  in  the  steamers  of  Belgium,  llolland  and  France. 


Partial  Review  of  Entries  of  Steam  Vessels  into  Ports  of  the   United 

Kinfjdom. 


United  StattD  All  Total. 

vf         othtr  , — ' , 

Brltlth,  Dutch.  Delglan.French.  Spaniih,  America. NiHiona.Vtdneh.        'J'onnnge, 

1863, 8,881     ..     181     .      126     ..      14    ..     14     ..     83     ..     140     ..     4,A05     ..     1,836,486 

1861, 7,229     ..     291     ..    226    ..     862     ..     69     ..      S     ..     408    ..     8,096     ..     2,801,748 

IncrooBO 4,191     ..     1,466,107 

Incretie,...   8,246    ..    113    ..    101     ..    833    ..    75 849     ..     4.221     ..     1,408,999 

Dtereuie,  onlj/ in  aUameri  <^  th«  United  SUitta^       ..     .,    80    80    ..         82,89'i 

Totnllncrcase, 4.191     ..     1,406,107 

Otmb\ehincreaaettieTebe\QTBeiHo  Great  Britain,  8,246    ..    1,199,006 

'•  »  "  "    all  other  nallone, 946     ..       267,101 


4,191 


1,406,107 


A  view  of  the  entries  and  clearances,  in  the  same  years,  of  steam  ves- 
sels, at  the  ports  of  the  United  Kingdom  from  and  to  the  United  States 
and  other  American  ports,  will  show  how  entirely  Great  Britain  has 
monopolized  steam  communication  with  this  country. 

In  1853,  there  were  entered  109  steam  vessels  from  the  United  States, 
tonning  122,248  tons;  of  which,  86  English,  80,293  tons,  and  c23 
United  States,  32,965  tons,  and  51  from  West  Indian  and  South  Ameri- 
can ports. 

In  1860,  of  158  entries,  none  were  from  the  United  States,  against  164 
English,  of  197,520  tons,  and  4  of  other  nationalities.  Of  the  clear- 
ances in  the  same  year,  4  were  of  United  States  steamers,  of  6,991  tons, 
against  164  English,  of  209,620  tons,  and  32  of  other  nationalities, 
47,540  tons,  in  a  total  of  263,151  tons. 

In  1861,  of  156  entries,  one  only  was  from  the  United  States,  2,100 
tons,  against  152  English,  of  206,076  tons.     The  total  number  to  United 
,  States  and  other  American  ports,  208,  of  287,031  tons. 


33 


Statement  of  the  Entrm  and  Clearances  of  Steam  Veaseb  at  the  ports 
oj  the  United  Atm/dom,  from  and  to  the  UnUed  States  and  other 
■American  j>orts,  in  the  year  1863. 


To  AND  PROM  Till 

ITkitbd  Btatw). 


Entrrcd, 


British 80 

American, 28 

Otber  Countries 

109     , 

*  *  *  *  t  • 

*  *  *  *  •  • 

Total  to  and  from  U.  S.  109 

St.  Tliomas 27 

Now-Granuda, ] 

Brazil, 24     . 

Chili, *  ; 

Uruguay, ,,,       '{     [ 

101 


'Jhnn. 
8«,2!>;j 
32,«J05 

122,248 


122,248 
44,087 

22*,6i8 

073 

189,576 


CtiinxD. 


77 
84 


111 


111 

26 

1 

22 

1 


160 


Tuni. 
88,408 
45,015 


■  with  cargoes. 


129,118, 

•  •  •  • 

....      in  ballast. 


120,113 

40,003 

212 

21,473 

224 


191,025 


^ 


Statement  shotvinff  the  Entries  and  Clearances  of  Steam  Vessels  at  the 
ports  of  the  United  Kingdom  Jrom  and  to  the  United  States  and  other 
American  ports,  m  the  year  1861. 


To  AND  FROM  Tm 

Unitid  Btatis. 


Entbbkd. 


Ve»sel«. 


British ,       152 

American,  TJ.  S.,.*.'.  1 

Other  Countries, ...  8 


British, 


166 


Total  to  and  from  U.S.,  168 

Cuba, 8 

Brazil, 12 

New-Grenada 7 

Danish   West  India 

Islands,  die, 28 

Porto  Rico, 

Mexico 

Hayti,... ...::::::    ;; 

Monte  "Video 

Buenos  Ayres 

Chili,....,..; ;; 

Jamaica^ 

208 


Tons, 

206,076 
2,100 
3,686 

211,761 
8,311 

216,072 

2,027 

17,292 

8,602 

49,188 


287,031 


CUABKD. 


Vestele. 
149 

84 


190 

4 

194* 

8 

18 

2 

27 
1 
1 
7 
1 
1 
1 
1 

262 


Tons. 

204,654 
10,234 
62,617 


with  cargoes. 


267,606 
16,434    in  ballast. 


288,939 

2,126 

16,934 

1,062 

46,965 
619 
468 
8,688 
238 
93 
904 
346 

867,172 


•  Of  which,  one  to  South  Atlantic  Porte. 
3 


Ill 


34 


niOfillESSIVE  INCllEASK  OK  TONNAGE   IN   THE  UNITED 

STATES. 

The  following  tables  will  show  tlio  rato  at  which  the  tonnage  of  the 
United  StatcH  had  increaHod  un  to  June  30,  1801.  They  are  inserted, 
that  coiuparisons  may  bo  inudc,  if  desired,  between  the  British  and 
American  tonnage  ;  but  it  is  not  upon  tonnage  bo  much  as  upon  com- 
merce that  steam  is  showing  its  gicat  intluencc.  The  incrcasu  in  com- 
merce demands  a  largo  increase  in  carriers  of  every  class. 

Statement  showinff  the  Number  and  Class  of  Vessels  hiillt,  and  the 
Tonnaffc  thereof,  in  the  United  States,  from  the  T'reasiiry  livports  on 
Steam  Navigation, 


J. 


YlABD. 

Clash  or  Veshklh 

1 

7Ual  iVc 

Total  ToNNAOit, 

iShlpn  and 

iSc/iooii- 

^ ^ 

Slonpn  and 

Tvvn  and 

liitrkt. 

Iirt(/». 

«/".    Canal  I'oats. 

Steamers, 

VeHiett, 

m/m. 

1880,.... 

217      . . 

117      . 

.     547 

..290     . 

159     . 

.      1,300 

..   272,218.54 

1851 

211      .. 

06      . 

.     522 

..   326     . 

.     233     . 

.      1,367 

..  298,203.60 

1852 

265      . . 

79     . 

.     684 

..207      . 

.     269     . 

.     1,444 

..  361,49!}.41 

1853 

209     . . 

95     . 

.      081 

..394     . 

271     . 

.     1,710 

..  426,571.49 

1864 

331      .  . 

112     . 

.      001 

..380     . 

281      . 

.     1,774 

..  535.010.01 

18{ffi 

381      .. 

120     . 

.      005 

..  609     , 

.     253     . 

.     2,034 

..  583,450.04 

1856 

306     .. 

103     . 

.     504 

..  479     . 

221     . 

.     1,703 

..  409,393.73 

1857, 

251      . . 

68     . 

.      5nl 

..   258     . 

203     . 

.     1,334 

..   378,804.70 

1858 

122     . . 

46     . 

.     431 

..400     . 

226     . 

.     1,226 

..  242,280.09 

1869, 

89     .. 

28     . 

.      297 

..284     . 

172     . 

870 

..   160,601.88 

1860, 

110     .. 

36     . 

.      372 

..289     .. 

264     . 

.     1,071 

..  212,892.48 

1861,.... 

110     .. 

88     . 

.     360 

..371      . 

204     . 

.     1,143 

..   233,149.35 

Comparative  View  of  the  Registered  and  Enrolled  Tonnage  of  the  United 
States,  fro  It  the  Treasury  Reports  on  Commerce  and  Navigation,  Tons 
and  95ths. 


Tba». 

Reglttered. 

Enrolled. 

Tiital 

Tonnage- 

I860,.... 

1,585,711.22 

,.     1,949.743.01 

. .     3,635,454.23     . 

.     625,940.90 

1851, 

1,726,307.23 

. .     2,046,132.20 

. .     3,772,439.42     . 

.     683,007.05 

1862, 

1,899,448.20 

..     2,238,992.27 

..     4,138,440.47     . 

.     658,240.07 

1863, 

2,103,074.20 

.     2,303.830.23 

..     4,407,010.43     . 

.     614,097.87 

1854 

2,333,819.10 

.     2,469,083.47 

. .     4,802,902.63     . 

.     676,607.22 

1866, 

2,536,130.15 

.     2,076,804.90 

..     6,212,001.10     . 

.     770,286.12 

1866 

2,491,402.03 

.     2,380,249.78 

..     4,871,662.46     . 

.     673,077.64 

1867 

2,463,907.66 

.     2,470,875.43 

. .     4,940,843.04     . 

.     705,784.04 

1868,.... 

2,499,741.79 

.     2,550,066.51 

. .     5,049,808.85     . 

.     729,390.41 

1869, 

2,607,401.84     . 

.     2,637,636.60 

. .     6,146,037.39     . 

.     768,436.83 

1860 

2,646.237.09     . 

.     2,807,681.83 

. .     6,863.868.42     . 

.     867,937.49 

1861,.... 

2,642,627.81 

.     2,897,184.93 

. .     6,639,812.79     . 

.     877,203.61 

35 


TAUTIAL  COMrAUISON  OF  THE  rRO(JUKSST0N  OF  TlIK 
OOMMKIIOE  UF  TUK  UNITED  STATES  AND  OF  CHEAT 
BltlTAlN. 

Tr  is  proposed  to  review  the  commcrciul  rclntlons  of  tho  Uiiitod  States 
ami  (Iroat  JJritain  respectively  with  all  of  the  American  nations  whidh 
nro  foreign  to  both,  anil  to  notice  tho  progress  of  their  trade  witli  each 
of  tiiose  nations.  If  it  shall  result,  in  tho  course  of  tliis  investigation, 
that  wherever  steam  conmiunication  has  been  introduced  by  (Jrcat  Brit- 
ain, it  has  been  followed  by  an  inunediato  and  rapid  increase  of  her 
trade  with  tho  country  with  which  she  thus  increased  her  coniiiiercial 
facilities,  and  that  tho  continued  increase  threatens  to  swallow  up  or 
leave  behind  in  utter  insignificance  our  own  commerce ;  and  if,  on  tho 
other  hand,  it  shall  bo  found  that  wherever  wo  have  also  established 
constant  steam  communication  with  the  same  countries,  wo  have  not 
only  maintained  our  actual  commerce,  but  largely  increased  its  relative 
proportion,  it  will  not  bo  unwise  to  draw  tho  conclusion  that  it  is  to  the 
introduction  of  steam  communication  that  such  results  arc  owing. 

And  if  it  is  further  shown  that  such  steam  communication  is  only 
maintained  by  Great  IJritain  at  tho  cost  of  government  subsidies,  and 
that  in  tho  existing  state  of  steam  navigation  steamers  cannot,  unless  in 
exceptional  cases,  be  maintained  without  such  subsidies,  a  rightful  claim 
upon  tho  national  legislature  on  tho  part  of  tho  commerce  of  the  United 
States  will  be  fairly  established. 

The  examination  will  bo  mainly  confined  to  tho  nations  lying  to  the 
southward  of  the  United  States  on  this  continent — Mexico,  Central  Amer- 
ica, the  West  Indies,  South  America.  Tho  three  first  named,  and  the 
upper  portion  of  South  Amcr'ca,  as  far  south  as  tho  Amazon,  rich,  fer- 
tile, capable  of  vast  productions  of  tho  most  valuable  character,  form, 
with  tho  lower  tier  of  cotton  States  of  tho  American  Union,  that 
"  Golden  Circle,"  which,  embracing  in  its  magic  ring  tho  Gulf  of  Mex- 
ico, was  the  dream  of  Southern  enthusiasts,  in  the  lust  of  dominion,  over 
which  they  did  not  hesitate  to  seek  for  separation  from  the  Northern 
States  oven  at  the  cost  of  treason.  Tho  great  tropical  products,  coffee, 
sugar,  cotton,  tobacco,  tiic  prime  necessities  and  tho  most  prized  lux- 
uries of  modern  civilization,  and  tho  rich  mines  of  all  kinds  which 
abound  in  these  regions,  give  to  them  a  peculiar  value,  and  expose  them 
to  the  cupidity  of  foreign  powers.  It  should  bo  tho  part  of  tlic  United 
States,  in  the  interest  not  only  of  these  countries,  many  of  which  have 
institutions  and  forms  of  government  analogous  to  our  own  ;  not  oidy  of 
our  own  peace,  which  depends  on  their  not  becoming  the  battle-ground 
of  foreign  powers,  but  in  the  general  interest  of  mankind,  whose  comfort 
depends  so  much  upon  their  rapid  and  wide  development,  to  protect  the 
independence  and  foster  tho  prosperity  of  those  nations. 

Tho  statements  will  be  given  in  detail  for  each  one  of  these  nations.. 
In  tho  Appendix  complete  tables  will  be  found,  presenting  progressive 


statistical  views  of  the  march  of  British  and  American  commerce,  from 
1863  to  1861.  The  year  1853  has  been  necessarily  chosen  as  a  starting 
point,  as  the  British  Trade  and  Navigation  Returns  present  no  abstract 
tables  prior  to  that  period,  and  because  the  previous  commercial  tabloa 
were  made  up  on  a  different  basis  from  those  which  follow.  And  as  no 
extended  steam  communication  much  antedates  this  period,  the  com- 
parison will  suflSce  for  the  purpose  in  view.  Although  the  tables  in  the 
Appendix  show  the  trade  from  1853  to  1861,  yet  the  comparisons  made 
in  the  body  of  the  Memorial  are  limited  by  the  year  ending  June  30, 
1860,  and  are  therefore  free  from  any  of  the  false  premises  which  an  ab- 
normal condition  like  that  of  war  introduces  into  any  commercial  com- 
parisons. 


MEXICO. 


The  hostile  movements  of  the  French  in  this  country,  with  which 
we  have  had  at  times  important  and  extensive  relations,  render  &. 
comparative  view  of  the  trade  of  considerable  interest ;  and  it  is  unfor- 
tunate that  the  tables  do  not  present,  what  is  believed  to  be,  a  cor- 
rect view,  owing  to  the  large  extent  of  the  contraband  trade.  It  is  to 
be  noticed  that  since  1835,  when  the  exchanges  of  the  United  States 
and  Mexico  were  nearly  $20,000,000,  the  trade  had  gradually  diminished 
until  the  Mexican  war,  when  it  was  as  low  as  $3,000,000 ;  but,  with  the 
improving  condition  of  Mexico,  had  risen,  in  1860,  to  $12,000,000,  when 
the  French  invasion  again  almost  wholly  checked  its  progress.  The  fol- 
lowing comparison  by  no  means  presents  an  exact  view  of  English  trade, 
a  large  portion  of  which  has  been  carried  on  by  contraband  entries,  and 
a  smuggling  outward  of  silver  in  steam  men-of-war. 

The  Royal  West  India  Company's  steamers  commenced  touching  at 
Mexican  ports  in  1840. 

The  exports  of  Great  Britain  and  the  United  States  were — 

Froducta  of  the  United  Kingdom.  Of  the  United  States. 

1853 £791,940  »=.  $3,959,700     $2,629,770 

1860 462,604  =-   2,318,020     8,338.739 

Decrease £329,336    —    $1,646,680  Increase,.. .. $808,969 

The  imports  in  the  same  period — 

Into  the  United  Kingdom.  Into  the  United  Statee. 

1868,. £529,313  -=  $2,646,565      $2,167,986 

1860, 491,221  -=   2,456,106     6,935,872 

Decrease, £38,092    —       $190,460  Increase,... $4,767,887 

The  American  imports  include  gold  and   silver,  the  British  do  not. 

The  importation  of  the  precious  metals  from  Mexico  to  Great  Britain, 

in  1868,  were  over  £3,000,000,  or  $16,000,000;  in  1860,  £1,000,000, 

or  $6,000,000,   declared ;  and    not  less  than  one-third   of  the   same 

amount  was  smuggled  in  the  same  years  from  the  Pacific  coast  by 


sr 


British  steamers.  Careful  statisticians  estimate  the  total  trade  of  Great 
Britain  with  Mexico  at  $30,000,000.  It  is  probably  fully  equal  to  this 
ngnre.  •/       j     i 

The  border  communication  has  partly  compensated  the  United  States 
for  want  of  steam  lines. 


CENTRAL   AMERICA. 
Guatemala— Honduras— San    Salvador- Nicaragua— Costa   Rica. 

Steam  communication  between  Southampton  and  Nicaragua  was  estab- 
lished in  the  year  1840  by  the  Royal  Mail  Steam  Packet  Line. 

Ihe  comparative  exports  of  the  two  nations  to  Central  America  have 
been — 


Produols  of  United  Kingdom. 

J8«3. £  186,968  —       $  934,840 

I860, 182,282==  911,410 


Products  or  United  Statei. 
$644,211 
440,716 


^^'"'ease, £4,686=-        $23,430        Decrease, $97,496 

The  comparative  imports,  in  same  period,  from  these  States— 


1853,. 
I860.. 


Into  the  United  Kingdom. 
.£412,872  —  $2,064,360 
.     224,896  =      1,124,480 


Into  the  United  States. 
$  8,59,235 
678,366 


^^f^^^^so. £187,976=      $939,880         Decrease $180,869 


THE    WEST    INDIA    ISLANDS. 

Cuba  and  Porto   Rico— Hatti  and  St.  Domingo— Danish,  Dutch, 
French  and  British  West  India  Islands. 

The  Royal  Mail  Steam  Packet  Line  commenced  its  trips  to  the  West 
Indies  in  the  year  1841. 

_    The  exports  of  Great  Britain  and  the  United  States  to  all  of  the 
islands  were,  m 

1853. 


To 


Products  of  the  United  Kingdom, 
ico,'.!!  [ £1,137,061 


Cuba, 

Porto  Rico 

Hayti, )' 

~    •'-'  ,  J-......         133,804 


St.  Domingo, 
Danish, 
Dutoli, 
French, 
British,  _ 


«  •  •  • 

•  •  »  * 

•  «  •  • 


Of  the  United  States. 
To 

6,773,419    Cuba. 
1,73V,413    Hnyti. 


-Islands, 1,930,708 


Total, £3,201,663=-|16,007,816 


6,623,339 


$14,036,171 


'Spanish* 
Danish. 
Dutch. 
French. 
British. 
Swedish. 


.n\Kr.i"iK&t^^^^^  «'•  ^o'^-So-    The  omcla.  returns  do  no. 


aha. ) 

0^  Rico, . .  J 


Cul 
Porl 

Hayti I 

St.  Domingo,  j" 
Danish, ") 
Dutch, 
Frencli, 
British, 


88 

I860. 
Prodncts  of  tbo  United  Kingdom. 

£1,530,012 
412,939 


"Islands, 2,54V,716 


Total £4,490,66'7=$22,453,:335 


Increase, £1,289,104=  ?6,445,520 

The  imports  by  the  two  nations  were — 

1868. 
Fbom  Into  the  United  Kingdom. 

S'toRico.:::! ^1^01,545 

KmVngo,:! 247,019 

Danish,  "j 

British,  J 

Total £6,497,237=$32,48C,185 


Fbou 

Cuba, 

Porto  Rico,. . . 
Hayti, 

St.  Domingo,.. 
Danish,  "| 

?r"nch,  [l«^"°^«' 4-4«^'989 

Britisli,  J 


1860, 


£3,288,116 
.     123,067 


Total,. , 


£7,878,172=$39,390,860 


Increase £1,380,935«=  $6,904,673 


Of  the  United  States. 
To 
$11,747,913     Cuba. 

2.44i,'903     Hayti. 
....       C  Spanish. 
I  Danish. 

c  nhh  cm    )  Dutch. 

8,977,621  ^  ^^^^^^^ 

I  British. 
(  Swedish. 


$23,167,489 


$9,132,268     Increase. 


Into  the  United  Stales. 
$18,585,755     Cuba. 

...         Porto  Rico. 


l,v 


'>4 


4,498,098 


825,069,477 


f  Hayti. 
Spanisl). 
Dutch. 
French. 
British. 
Danish. 
Swedish. 


§34,032,276    Cuba, 
....  Porto  Rico. 

2,002,723  f  Hayti. 

I  Spanish. 
Danish. 

I  Britisli. 

i^SvF.ilish. 

$43,399,852 


$18,330,375 


It  will  be  noticed  that  our  trade  with  the  West  India  Islands,  .\  itb 
which  we  have  had  constant  regular  steam  communication  since  tho 
year  1848,  has  steadily  increased,  and  is  still  increasing,  in  a  rapid  ratio. 

This  is  especially  true  of  Cuba,  our  exchanges  with  which  island  have 
increased  from  $24,873,714  in  1853,  to  $46,428,434,  in  1861. 

If  the  Spanish  government  should  take  off  its  almost  prohibitory  duty 
upon  flour,  a  great  stimulus  would  be  given  to  our  trade  with  Cuba  and 
Porto  Rico. 

There  is  little  doubt  that  with  the  establishment  of  bran  !  lines  from 
our  ports  to  the  other  islands,  our  commerce  would  be  ii-eased  in  a 
nearly  equal  ratio. 


89 


SOUTH    AMERICA,    I. -^BRAZIL. 

The  first  lino  of  mail  steamers  to  Brazil  commenced  its  trips  from 
Southampton  in  J.inuary,  1851.  This  service  was  added  to  that  of  the 
Royal  Mail  Steam  Packet  Company  in  the  preceding  year.  The  steam- 
ers starting  from  Southampton  touched  until  recently  at  Lisbon,  Madeira, 
Tencriffe,  St.  Vincent;  and  in  Brazil  at  Pcrnambuco,  Bahia,  Rio  de 
Janeiro;  and  to  the  southward  at  Monte  Video  and  Buenos  Ayres. 
The  exports  and  imports  of  that  year  were — 

or  BritUh  Products.  Of  American  Products. 

:3xports,  1851  * £3,518,684    or    flT,693,420        1^3,128,950 

Exports,  1S60 4,446,'7'76     or       22,233,880  5,945,235 

Increase £928,092  $4,040,460        $2,816,279 

Showing  a  gain,  in  the  ten  years,  by  Great  Britam,  in  the  market  for  her 
products,  of  nearly  the  whole  amount  of  the  American  exports.  Yet  a 
comparison  of  the  imports  from  the  same  country,  respectively  with  the 
United  Kingdom  and  the  United  States,  will  show  that  we  are  the  natu- 
ral customers  of  Brazil,  and  that  it  only  needs  an  exercise  of  the  same 
energy  as  that  displayed  by  Great  Britain,  and  an  increase  of  commer- 
cial facilities,  for  us  to  control  the  trade  of  this  thriving  and  populous 
empire. 

The  comparative  imports  of  Brazil  products  wore — 

Into  the  United  Kingdom.  Into  ttie  United  States. 

Imports,  1851 £2,893,751  or  $14,408,755  $11,525,304 

Imports,  1860 2,269,180  or     11,345,900  21,214,803 

Decrease £024,571  $3,122,855  Increase,  $9,089,499 

To  what  else  can  we  ascribe  the  fact  that,  notwithstanding  the  largely 
increasing  demand  for  Brazilian  products  in  this  country,  and  a  falling 
off  in  the  British  demand,  the  British  still  maintain  almost  a  monop- 
oly of  the  Brazilian  market  for  manufactured  articles,  unless  it  be  to  the 
superior  advantages  which  a  constant  mail  sieam  communication  affords 
to  the  British  merchant. 

The  American  Consul  at  Rio  do  Janeiro,  in  his  letter  of  July  1,  1862, 
enclosing  to  the  government  a  report  on  the  commercial  condition  of  Bra- 
zil, after  alluding  to  the  material  injury  which  the  trade  of  the  United 
States  has  sustained  with  this  country,  owing  to  the  rebel  privateers, 
which  have  diverted  the  carrying  trade  from  American  to  foreign  bot- 
toms, says :  "  So  long  as  there  is  no  direct  steam  communication  be- 
tween Brazil  and  the  United  States,  just  so  long  will  our  nation  occupy 
the  present  humiliating  position  in  regard  to  the  control  of  its  commerce ;" 
and  he  adds,  "  that  the  trade  with  England  and  France  has  grown  enor- 
mously, and  almost  beyond  belief,  since  the  governments  of  those  coun- 
tries established  regular  monthly  steam  communication  with  Brazil." 

*  lo  the  recapitulation  the  trade  of  Brazil  is  presented  from  1S53. 


'•U 


:* 


mi: 


t 


40 

The  Consul  at  Pcrnarabuco,  writing  under  date  of  28th  of  October, 

1862,  quotes  the  following  passage  from  a  debate  in  the  Brazil  Chamber 
of  Deputies.    Senor  Franco  de  Almeida  said : 

"  That  the  honorable  deputies  may  appreciate  the  immensely  valuable  interests 
which  steam  communication  must  create  and  increase,  let  it  suffice  to  enumerate 
some  of  the  principal  products  of  which  North  America  stands  in  need,  and  those 
wliich  Brazil  requires.  We  could  furnish  sugar,  honey,  drugs,  Luits,  coffee,  cotton, 
tobacco,  rice,  hides,  co3oa,  sarsaparilla,  precious  woods,  precious  stones,  dye  stuffs, 
tapioca,  cloves,  isinglass,  saffron,  gum  copal,  vanilla,  copaiba,  crude  metals,  Ac, 
&c.  North  America  could  not  And  a  nearer  market  than  Brazil,  nor  could  she  pro- 
cure these  productions  with  greater  facility,  or  so  cheaply.  Rio  do  Janeiro  would 
necessarily  become  a  great  American  depot*  On  the  other  hand,  we  could  supply 
ourselves  with  the  productions  of  the  United  States  with  greater  advantage  and 
at  a  much  cheaper  rate.  Wo  could  import  wheat,  flour,  meats,  butter,  lard,  horses, 
machinery,  all  articles  of  hardware,  implements  of  trade  and  agriculture,  furniture, 
woollen  ond  cotton  cloths,  sailing  vessels,  steamers,  and,  furthermore,  oil  the  imita- 
tion works  of  art,  which,  in  the  United  States,  are  extraordinarily  cheap  compared 
with  Europe.  To  convince  the  minds  of  honorable  deputies,  I  will  remind  them  of 
&  fact.  The  commerce  of  England  with  us  from  1840  to  1850  was  nearly  always 
stationary,  averaging  £2,000,000  sterling,  according  to  the  Blue  Book  and  Mr. 

L  ACK.  During  the  same  period,  our  commerce  with  the  United  States  was 
• '  ler ;  and  why  ?  Because  there  was  no  steam  communication  then  between  the 
oi  re  and  Great  Britain.  The  American  clippers  had  an  advantage  over  English 
barks.  But  the  honorable  deputies  will  remark  that,  as  soou  as  a  line  of  English 
steamers  was  established,  these  wonderful  results  were  produced.  The  importa- 
tions from  Brazil  into  England  in  1853,  three  years  after  the  inauguration  of  the 
line,  increased  150  per  cent,  over  that  of  1848.  In  1855  it  had  increased  300  per 
cent.     England,  which  in  1862  imported  3,000,000  pounds  of  coffee,  imported,  in 

1863,  52,000,000;  in  1854,  59,000,000;  in  1855,  112,000,000." 

In  the  year  ending  June  30,  1861,  the  Consul  at  Pernambuco  reports 
the  number  of  steamers  which  entered  that  port,  to  have  been  2  Ameri- 
can, 2,4.^^1  tons ;  25  French,  29,395  tons ;  4  Portuguese,  8,074  tons,  and 
22  English,  37,603  tons.  Total,  63  steamers,  77,503  tons.  The  same 
detailed  statement  is  not  given  for  other  ports. 


bi;  '. 


SOUTH  AMERICA,  II.— THE  CENTRAL  REPUBLICS. 

The  Argentine  Republic  (Buenos  Ayres.) 

The  Cisplatine  Republic  v.f  Uruguay  (Monte  Video.) 

The  Royal  West  India  Steam  Packet  Company  contracted  to  carry  the 
mails  from  Southampton  to  Buenos  Ayres  and  Monte  Video,  touching  at 
important  points  on  the  Brazil  coast,  in  the  year  1840. 

The  results  upon  the  commerce  of  Great  Britain,  as  compared 
•with  that  of  the  United  States,  may  be  gathered  from  the  following 
statement : 

The  exports  of  the  two  nations  were,  in 

1863. 
Products  of  the  United  Kingdom. 

To  Buenos  Ayres £551,0.35    —      $2,755,175 

Uruguay, 629,883    =        2,049,415 


or  Uie  XJoiled  States. 

$618,855 
296,088 


Total, £1,080,018 


$5,404,590 


$914,943 


41 


1800. 
Products  oftho  Uo^.ed  Kingdom. 

To  Buenos  Ayres, £1,782,447    =_      $8,912,235 

Uruguay, 922,733    ■=-        4,613,665 

Total £2,705,180    =    $13,525,900 

Increase £1,624,262    =-      $8,121,810 

The  imports  of  the  two  nations  wore,  in  the  same 

1853. 
Into  the  U.  'ted  Kingdom. 
From  Buenos  Ayres,....     £800,366    =      $4,001,830 
Uruguay 476,546    =        2,382,730 

Total, £1,276,912    =      $6,384,560 

1860. 
From  Buenos  Ayres,  ...    £1,097,755    =,      $5,488,776 
Uruguay 867,328    =        4,336,640 

Total £1,965,083     =      $9,825,416 

Increase £688,171     ==      $3,440,855 


Of  the  United  atatof. 

$729,006 
661,326 

$1,390,332 


$475,389 


period : 


Into  the  United  States. 

$2,186,641 

302,980 


$2,489,621 


$4,020,848 
908,750 

$4,929,598 

$2,439,977 


SOUTH    AMERICA,    III.  — THE   WEST    COAST. 
*New-Geanada,  Ecuador,  Peru,  Bolivia  and  Chili. 

The  Pacific  Steam  Navigation  Company,  of  Great  Britain,  received  a 
contract  for  carrying  the  mails  on  the  West  Coast  of  South  America,  from 
Panama  to  Valparaiso  and  at  intermediate  places,  in  1845.  This  contract 
was  renewed  for  8  years,  in  1850 — the  condition  being  that  steamers 
were  to  run  through  direct  from  Panama  to  Valparaiso,  instead  of 
changing  at  Callao,  as  before. 

An  examination  of  the  comparative  trade  of  the  United  Kingdom  and 
the  United  States  with  the  States  of  New-Granada,  Ecuador,  Peru,  Boli- 
via and  Chili,  which  compose  the  West  Coast  of  South  America,  gives 
the  following  results. 

The  exports  of  the  two  nations  were  as  follows : 


To  Now-Granada, £450,804 

Ecuador, 81,747 

Peru, 1,246,730 

Bolivia, 23 

Chili, 1,264,942 


1853. 
Products  of  the  United  Kingdom. 


Total,, 


£2,994,246 


$2,254,020 

158,735 

6,233,650 

116 

6,324,710 

$14,971,230 


Of  tiie  United  States. 
$753,391 

657,316 

41,572 

2,157,320 


$3,609,599 


Eeoogaised  by  the  United  States,  in  1863,  as  tbe  United  States  of  Colombia. 


1 
I, 


42 

I860. 
Products  of  tho  United  Eingdom. 


To  New-Granada, £810,970  — 

Ecuador, 74,149  — 

Peru 1,381,367  — 

Bolivia, .... 

Chili, 1,702,800  — 


Total,. 


£8,969,276 


Increase, £975,030    — 

Tho  imports  of  the  two  nations  werc- 


$4,054,850 

870,745 

6,906,785 

8,5lV,6oO 

$19,846,380 

$4,876,150 


1853. 
Into  the  United  Kingdom. 


From  New-Granada,. £191,940  — 

Ecuador, 26,983  =- 

Peru 1,491,759  — 

Bolivia, 17,603  =- 

Chili, 575,314  — 


Total, £2,303,599  = 

1860. 

From  New-Granada, £555,190  -«= 

Ecuador, 107,533  = 

Peru, 2,681,142  «= 

Bolivia, 199,347  = 

Chili, 2,580,217  == 


Increase, 


£6,029,429 


£3,725,830    = 
Patagonia. 


$959,700 
134,915 

7,458,795 

88,015 

2,876,570 

$11,517,995 


$2,775,950 
637,665 

12,905,710 
996,735 

12,931,085 

$30,147,145 
$18,629,150 


•  •  •  • 

•  •  •  • 


Ofthe  United  States. 

$1,642,800 
19,545 
869,781 


2,845,226 
$5,377,351 
$1,767,762 


Into  the  United  States. 
$553,528 

173,441 

2,^14',262 


$2,941,221 

$3,843,668 

308,452 

2,oV2',912 

$6,224,932 

$3,283,711 


The  trade  is  too  small  to  deserve  notice,  but  chiefly  under  English 
jontrol. 


SOUTH  AMERICA,  IV.— NORTHERN  SOUTH  AMERICA. 
Venezuela — Guianas  (Dutch,  British  and  French.) 

The  steam  communication  between  England  and  these  countries  was 
established  by  the  Royal  "West  India  Mail  Steam  Packet  Company  in 
1840. 

The  effect  on  the  trade  is  shown  by  the  following  comparisons. 

The  exports  of  the  two  nations  were — 

1868. 

Products  of  the  United  Kingdom.  Of  the  United  States, 

To  Venezuela, £248,190     =  $1,240,950     $749,859 

The  Guianas, 410,543     =  2,052,716     971,565 

Total, £658,733     =.  $3,293,665     $1,721,424 


48 


I860. 

rroducts  of  Iho  United  Kingdom.  Of  tlio  United  Slates. 

To  Venezuela £323.650     —         1^1,618,280     $1,056,250 

'1  lie  Guianaa, 596,405    —           2,982,025  ....             1,406,007 

Total, £920,061     =-         $4,600,305     §2,462,257 

Increaso £261,328    =-         $1,306,640  ...             $740,833 

The  comparative  imports  of  the  two  nations,  from  these  States,  were — 

1853. 

Into  the  United  Kingdom.  Into  the  United  States. 

From  Venezuela £58,237    =  $291,185     $2,613,780 

The  Guianas, 1,101,034    —  5,505,170     212,931 

£1,159,271     =  $5,796,855     $2,82C,711 

1860. 

From  Venezuela, £24,940    =  $124,700     $2,883,464 

TheOuianas, 1,685,562    =  8,427,810     739,922 

Total, £1,710,502     =  $8,552,510     $3,623,386 

Increaso, £551,231     ==         $2,756,155  ....            $796,675 


SOUTH    AMERICA. 

Recapitulation  of  Comparisons. 

In  the  preceding  statistical  sketches,  the  continent  has  been  presented 
under  the  head  of  Brazil,  Central  Repuulics,  West  Coast,  and 
Northern  South  America. 

It  is  now  proposed  to  present  in  one  view  the  whole  trade  of  the 
continent.  Southern  South  America,  or  Patagonia,  has  been  wholly 
disregarded — the  trade  being  too  irregular  and  trivial  to  deserve  special 
notice. 

The  following  presents  the  exports  to,  and  imports  from,  the  continent 
of  South  America,  from  and  to  Great  Britain  and  the  United  States, 
respectively. 

Exports,  1853. 
Products  of  the  United  Kingdom.  Of  tlie  United  States. 

ToBrazil, £3,186,407  ==  $15,932,035     $3,734,190 

Central  Republics 1,080,918  =  5.404,590     914.943 

Weat  Coast 2,994,246  =  14,971,230     3,009,599 

Northern  South  America,        6^8,733  ==  3,293,665     1,721,424 

i'otal £7,920,304    =        $39,601,520     $9,980,156 


44 


ExroRTS,  1860. 

Products  of  the  United  Kingdom. 

To  Brnzil, £4.440,770     —        f  22,233,880 

Control  Uopubllcs, 2,706,180    —  18,6'26,900 

West  Coast 8,969,270     —  19,840,880 

Northern  South  America,        920,061     —  4,600,805 

Total £12.041,293     —        $00,206,465 

Increase £4,120,989    —        $20,604,945 

Imports,  1858. 

Into  tho  United  Kingdom. 

From  Brazil £2,85('),803     —        $14,284,016 

Central  Republics, 1,276,912     —  6,384,660 

West  Coast 2,303,699     —  11,617,995 

Northern  South  America,      1,169,271     —  6,796,365 

Total £7,596,685     —        $37,982,926 

Imports,  1860. 

Into  t'l  United  Kingdom. 

From  Brazil, ,£2,269,18t  —        $11,345,900 

Central  Republics 1,966,083  —  9,825,415 

West  Coast 6,029,429  —  80,147,145 

Northern  South  America,     1,710,602  —  8,552,510 

Total, £11,974,194    —        $59,870,970 

Increase £4,377,609     —        $21,888,045 


or  tbo  United  Statei. 

$5,945,285 

1,890,332 
6,377,351 
2,462,267 


$16,176,176 
$5,195,019 


Into  the  United  Statei. 

$14,817,961 

2,489,621 
2.941,221 
2,826,711 


$28,075,614 


Into  tho  United  States. 

$21,214,803 

4,929,698 

6,224,932 

....  8,628,886 


$36,992,719 
$12,917,206 


These  comparisons  show  an  increase  in  the  imports  by  South  America 
from  the  United  States  and  Groat  Britain  of  $25,799,964,  and  of  exports 
of  Brazilian  produce  to  those  countries  of  $34,805,250,  exclusive  ->i  the 
entrepot  trade.  Tho  increase,  including  the  importations  from  each  nation 
of  merchandise  not  of  its  own  production,  is  $61,377,825,  a  certainly  very 
extraordinary  increase  for  South  America.  To  what  can  this.  Do  ascribed, 
except  to  the  immense  impetus  given  to  her  commerce  by  tho  establish- 
ment of  regular  steam  communication  ?  Of  this  increase  Great  Britain 
had  $42,698,685,  and  the  United  States,  $18,679,140.  It  is  interesting 
and  instructive  to  observe  how  thoroughly  tho  British  merchant  controls 
tho  markets  of  these  countries,  and  how  the  exports  of  British  products 
keep  pace  with  the  imports  into  Great  Britain  of  foreign  products,  while 
from  all  of  these  countries  the  United  States  is  largely  increasing  its  im- 
ports and  only  very  gradually  its  exports  in  return,  being  compelled  to 
make  their  purchases  on  British  credits ;  and  to  what  is  it  owing  but  to 
the  fact,  that  tho  control  of  the  communications,  involving,  first,  informa- 
tion, and  a  grasp  of  the  exchange  market,  gives  the  advantage  to  the 
British  seller. 

The  exchanges  with  the  United  States  were,  in  1860,  $62,734,819,  and 
with  Great  Britain,  $121,895,495. 


45 


TOTAL  SOUTHERN  AMERICAN  TRADE. 

Recapitulation  of  the  comparisons  of  Trade  of  the  United  States  and  Great 
Britain  with  Mexico,  Central  America,  West  Indies  and  South  America. 

ExroRTS,  1863. 

To  Products  of  tbo  United  Kingdom.  Of  the  United  Slate*. 

Mexico £791,i»40     —        $3,959,700  ....         |2,629,770 

Central  America, 180,968    —              984,840  ....             644,211 

West  Indies, 3,201,563    —         16,007,816     14,036,171 

South  America, 7,920,804     —        89,601,620  ....          9,980,156 

Total, £12,100,775    —      |60,503,876     ....      $27,089,308 

Exports,  1860. 

To                                                  Products  of  the  United  Kingdom.  Of  tlie  United  States. 

Mexico £462,604     —        $2,318,020  ....         $3,338,739 

Central  America, 182,282     —             911,410  ....             446,715 

Tlio  West  India  Islands ,4,490,667     —        22,458,336  ....         23,167,439 

South  America 12,041,293     —        60,209,465     15,175,175 

Total, £17,176,846     —      $85,884,230     ....      $42,128,068 

Increase, £6,076,071     —      $25,380,355     ....      $15,038,760 

Impokts,  1853. 

From  Into  the  United  Kingdom.  Into  the  United  Slatef. 

Mexico,.... £529,313     —        $2,046,565  ....         $2,167,985 

Central  America 412,872     -=  2,064,360  ....  859,235 

The  West  India  Islands 6,497,237     —        32,486,185  ....         25,009,477 

South  America 7,596,586     =        37,932,925  23,075,514 

Total, £15,036,007     —      $75,180,035     ....       $51,172,211 

Imports,  1860. 

From  Into  the  United  Kingdom.  Into  the  United  States. 

Mexico £491,221     —        $2,456,106  $6,935,872 

Central  America, 224,896     =-  1,124,480  ....  678,366 

The  West  India  Islands, 7,878,172     ==■        39,390,860  ....        43,399,852 

South  America, 11,974,194    «=         59,870,970  35,992,719 

Total, £20,568,483    —    $102,842,415     $87,006,809 

Increase, £5,532,476    „       $27,662,380     $35,834,598 

Gold  and  Silver  are  included  in  the  American  estimatea  of  trade,  but 
do  not  make  a  part  of  the  British  tables.  The  importations  of  coin  and 
bullion  were  exempted  by  law  from  duty  in  England  until  1857.  Since 
that  period,  the  tables  have  been  printed  regularly.  They  present  the 
importations  from  Mexico,  South  America,  and  the  AVest  Indies  as 
£3,848,419,  in  1858;    i;i,738,'700,  in  1859;    £1,519,958,   in   1860; 


46 

£1,600,236,  in  1861.  Tliis  importation  is  cliicfly  from  Mexico,  but  is 
no  measure  of  the  trade  in  the  precious  metals.  All  persons,  well  in- 
formed in  Mexican  aftairs,  insist  that  one-third  to  one-half  additional 
must  be  added  for  the  amounts  smuggled  on  board  English  steamers 
on  the  West  coast  of  Mexico.  Indeed,  all  the  South  Arrorican  countries 
complain  of  the  audacity  with  which  the  liritish  steamers  have  organized 
a  regular  system  of  revenue  evasion,  under  cover  of  the  islands  on  the 
Spanish  Main.  Amending  the  tables  of  imports  from  those  countries  in 
conformity  with  this  view,  by  adding  de2,000,000  to  the  amounts  of  each 
year,  they  will  be  found  to  have  been,  in 


18B3,  Into  U.  King. 
1800, 


£17,030,012 
21,720,196 


(185,180,060 
108,000,976 


Into  U.  S. 


$B1.012,2n 
87,707,800 


The  same  feature  noticed  in  the  trade  with  Brazil  and  in  the  trade  with 
all  South  America,  is  to  be  observed  in  the  foregoing  comparative  sum- 
mary of  the  trade  of  Great  IJritain  and  the  United  States  with  all  of  the 
Southern  American  nations.  In  the  seven  years  over  which  the  compar- 
ison runs,  the  British  have  increased  their  exports  1*20,285,765,  and  their 
imports  $23,420,915  ;  while,  during  the  same  period,  the  United  States 
have  increased  their  exports  only  815,845,201,  and  their  imports  by  the 
large  sum  of  $36,755,649.  This  is  partly  owing  to  the  great  dift'crencc 
between  the  exports  and  imports  from  and  to  the  island  of  Cuba.  In 
1853,  the  imports  from  this  island  to  the  United  States  exceeded  the 
exports  to  it  by  the  United  States  by  $12,000,000;  in  1860,  by 
$22,000,000. 

The  total  trade  of  the  United  States  with  these  countries  may  be  seen 
by  the  following  table.  It  will  bo  remembered  that,  in  no  case,  has  any 
account  been  taken  of  the  exports  of  foreign  products  by  cither  the 
United  States  or  Great  Britain. 


Total  Trade  of  Southern  Amedioan  Countries. 


United  Kinqdom. 


UniTBD  Status. 


Exports.       ImporlB.        Exchange;. 

1S83 16:^,998,-85    |7n,180,035    llSO.lT^sgO 

I860, 60,697,090    102,842,415      192,439,005 


Export*.       Imports.        Exchungec. 

|80,88«,012    |51,1T2,211    <;81,^«5,22!^ 

47,174,708      87,O06,S0!J     134,181,617 


Increase |2P,598,205    127,662,880      $63,260,685  $16,840,696    $86,834,698    ♦62,67.%294 

When  it  is  considered  that  the  trade  of  the  United  States  with  these 
countries  is  one-sixth  of  its  whole  trade,  it  will  not  seem  strange  that  a 
desire  is  felt  to  watch  over,  foster  and  promote  it. 


47 


THE    ISTHMUS   TRADE. 

In  the  consular  report  from  ranaina,  1801,  the  Isthmus  traclo  is  stated 
as  follows 


Valub  of  Cargoes  Inward. 

For  consumption |1,14S.310  00 

In  transitu  to  United  Statos, 60,llll,:Mr)  GO* 

toEuropc, 13,050,25000 

Total  value  of  cargoes, |$C1,3 47,005  00 

Value  of  cargoes  from  Panama 250,000  00 

Value  in  transitu  from  United  States 10,10',t,225  Ti 

from  Europe 2,205,025  00 

Total i ...^12,621,850  72 

From  this  statement  it  appears  tliat  Panama  was  theH 
centre  of  an  inward  and  outward  trade,  October  1, 
1801,  of  the  value  of $70,972,755  72 


SANDWICH  ISLANDS. 

The  growth  of  the  American  States  on  the  Pacific  shore  has  brought 
a  corresponding  increase  of  trade  with  the  islands  of  the  Pacific, 
especially  the  "Sandwich  Islands,  where  the  American  whalers  refit. 
These  islands  are  of  peculiar  consequence  and  importance  to  the  United 
States,  and  any  attempt  on  the  part  of  any  foreign  power  to  extend  to 
them  the  European  system  of  appropriation  and  seizure,  should  be 
thwarted  at  any  cost,  even  that  of  war.  Here  should  be  made  the  coal- 
ing station  for  the  steamers  Avhich  will  cross  the  Pacific.  Whalers  must 
continue  to  refit  here,  because  of  the  eftect  of  the  weather  on  the  cordage 
of  vessels  rigged  in  the  more  northern  latitudes,  as  soon  as  they  change 
climate.  The  trade  of  the  United  States  with  these  islands  increased 
from  $45,981,  in  1863,  to  $1,292,496,  in  1860;  that  of  Great  Britain 
from  £30,656  to  £116,721,  in  1861 ;  but  to  these  islands  Great  Britain 
as  yet  runs  no  steam  line. 


*  or  this  the  great  proportion  was  treaaore  flrom  Oalifomia. 


48 


CHINA. 

Steam  comnuinicfttion  wns  opened  witli  Chinn  in  tlio  year  1845,  by 
the  Pcninsulft  nntl  Oriental  Stcanialiin  ('oiiipuny.  Comparisons  are  pre- 
sented from  1863  to  1800  of  tlio  trade  of  tno  United  States  and  Groat 
Britain.     The  exports  of  the  two  nations  were : 

ProdoelR  of  the  Untied  Kingdom.        Of  Iho  United  BUtei. 

18B3 £1,7»9,897     —       $8,747,085  |!3,212,B74 

1800 6,318,080    —       20.690,180  7,170,784 

Incrcaao £3,008,439    —      $17,842,196  $3,968,210 

The  imports  in  the  same  periods : 

Into  the  United  Kingdom.  Into  tho  United  Htate*. 

1863 £8,256,016     —      $41,278,076  $10  573,710 

1800, 9,323,704     —        40,018,820  13.500,587 

Increaeo, £1,008,149    —        $6,840,745  $2,992,877 

Including  tho  exports  from  each  country,  not  of  '  wn  product,  and 
which  had  increased  from  the  United  States  from  t  18,  in  1853,  to 

11,736,334,  in  1800,  and  from  Great  Britain  from  £67,158  to  £133,621, 
the  total  exchanges  with  China  will  bo  found  to  have  increased  with 
Great  Britain  to  tho  amount  of  $23,663,758,  and  to  the  United  States, 
$8,162,013. 

Here,  03  in  all  the  preceding  comparisons  with  other  countries,  the 
large  increase  in  the  exportsjof  Great  Britain  is  to  be  remarked.  Every- 
where her  merchants  seem  to  hold  the  markets  in  their  control. 


PROGRESSION    OF   COMMERCE  OF    THE    UNITED    STATES 
WITH  FRANCE  AND  THE  HANSE  TOWNS. 

France. 


The  first  direct  steam  communication  between  the  United  States  and 
France  was  by  the  Ocean  Steam  Navigation  Company,  under  the  con- 
tract of  1847  ;  and  the  line  then  undertaken  was  never  abandoned  until 
the  close  of  the  year  1861. 

The  increase  in  the  trade,  which  was,  in  a  great  degree,  consequent  on 
the  regularity  of  this  communication,  may  bo  seen  in  tho  following 
statement : 


I  \s 


40 

Tlic  exports  of  United  States  produce  were,  in  185.1, $  26,120,^00 

"  "  "  ill  IbOO, CI),04^<,'J:n 

Increase,  over  100  per  cent., *  3n,927,425 

The  imports  from  Franco  to  United  States,  in  1863, $  33,456,942 

«'  "  »  in  1800, 43,2U),30» 

Increase, $  0,703,427 

Exports  from  United  States  of  foreign  products,  in  1853, . .     $  1,550,978 
"  "  •♦  in  1800,..         3,158,047 

Increase, $  1,007,009 

Sliowing  a  total  increase  in  the  trade  to  Le  in  favor  of  the 

United  States,  to  tlic  extent  of, $25,771,007 

The  IIanse  Towns. 

The  first  ocean  steam  lino  of  tl»o  United  States  was  to  Bremen,  under 
the  contract  of  1845  ;  since  then  we  liavo  liad  a  constant,  but  limited, 
steam  communicati<  i  with  some  one  of  these  ports. 

With  these  thriving  cities  wo  have  been  constantly  increasing  our 
trade,  and  only  a  more  ror^iilar  communication,  and  that  amity  which  fol- 
lows close  commercial  relations,  is  needed  to  devclope  it  at  a  much  more 
rapid  rate. 

These  towns  took  of  U.  States  domestic  produce,  in  1853,. .   $  7,409,315 
"  «  "  in  1800,..     14,848,482 

Increase, $7,439,107 

And  the  United  States  imported  from  them,  in  1853, $13,843,455 

«  «  "  in  1800, 18,498,007 

Increase, $  4,056,152 

Of  foreign  products  shipped  by  United  States,  these  towns 

took,  in  1853, $     010,738 

in  1800, 3,579,476 

Increase, $  2,908,738 

Total  increase  in  exchanges,  from  1853  to  1801,  of  $15,063,057  ;  and 
of  trade,  in  favor  of  the  United  States,  of  $5,572,753.  . 

4 


50 

The  total  entries  and  clearances  at  the  ports  of  the  United  States, 
from  and  to  these  cities,  will  show  how  large  a  proportion  of  this  valua- 
ble trade  was  in  foreign  bottoms.    Total  entries  and  clearances : 

American  Vessels.  Foreign  Vessels. 

1853, 63,556  tons.  224,069  tons. 

1860, 22,100     "  356,366     « 

Decrease, 41,456    "       Increase,  132,297     " 

It  is  certainly  a  new  feature,  that  the  United  States  does  not  hold  its 
own  in  a  carrying  trade  of  merchandise,  in  which  the  rotio  of  exports  of 
its  own  produce  exceeds  that  of  its  imports. 


S 


III: 


SI 


PRAYER   TO    CONGRESS. 


May  it  2)leasc  your  Honorable  Bodies  :  Your  memorialists  liave  endeav- 
ored to  lay  before  you  the  importance  of  ocean  steam  navigation  and 
its  dependence,  in  the  present  stage  of  mechanical  art,  upon  govern- 
ment subsidies.  They  have  pointed  out  the  steadiness  and  regularity  with 
which  the  British  government,  through  all  periods  of  distress  and  finan- 
cial difficulty,  has  faithfully  supported  the  system  which  it  inaugurated, 
establishing  regular  communication  with  point  after  point,  as  the  com- 
merce, which  the  introduction  of  steam  developes,  has  demanded  new 
facilities.  They  have  endeavored  to  estimate  the  harvest  of  wealth  which 
Great  Britain  has  reaped  from  the  careful  husbandry  of  its  statesmen. 

They  have  shown  to  you,  not  that  American  commerce  has  declined, 
for  it  is  of  God's  giving  that  the  interests  of  mankind  are  so  interwoven 
that  no  good  thing  is  of  service  to  its  inventor  alone,  and  our  commerce 
has  likewise  increased  from  the  wise  and  extended  communication  which 
our  rivals  have  established. 

They  have  shown  that  the  United  States  have  but  fallen  behind  in  the 
great  race  for  maritime  supremacy. 

And  in  surveying  the  whole  field  of  investigation,  there  appears  no  cause 
for  such  advantage  as  lias  been  gained- ^y  Great  Britain  in  this  com- 
mercial struggle  but  the  extensive  use  of  tcJggraphic  communication,  con- 
necting the  most  distant  points,  and  the  development  of  her  steam  com- 
mercial marine. 

Our  steamers  have  been  driven  from  the  ocean,  until  now  not  a  solitary 
one  carries  our  flag  to  any  European  port.  Not  because  our  mechanics  aro 
not  as  skillful ;  witness  the  triumphs  of  the  Collins  side-wheel, 
snd  recently  the  triumphs  of  the  Pacific  screw  steamers.  Not  for 
want  of  enterprise  on  the  part  of  her  citizens,  for  the  steamers  already 
built  cannot  hold  their  own  upon  the  seas,  for  want  of  that  aid  and  foster- 
ing legislation  which  other  governments  so  liberally  supply,  and  without 
which  competition  is  ruin. 

The  American  seeks  no  unusual  advantage.  lie  only  asks  a  fair  field 
for  his  enterprise ;  and  it  will  be  soon  found  that  the  skill  of  the  American 
shipwright,  the  seamanship  of  tiie  American  master,  and  the  tact  of  the 
American  merchant,  will  place  our  steamers  foremost  among  vessels  of 
that  class,  as  they  have  our  ships  in  that  of  the  sailing  marine. 

Your  memorialists  ask,  first,  that  subsidies  shall  be  ofiered  to  a  first- 
class  line,  to  make  weekly  iiips  from  New-York  to  Liverpool  and  return  ; 
and  they  ask  this,  not  alone  in  the  interest  of  the  general  trade  of 
the  country,  for  it  can  hardly  be  asserted  that  such  a  line  ic  imperatively 
demanded,  but  because  the  pride  of  the  country,  as  wol'  :ts  its  position 
as  r  first  class  maritime  power,  is  involved  in  the  maintenance  of  the  best 
and  fastest  line  which  shall  connect  the  capitals  of  the  two  hemispheres. 

It  is  often  said,  that  if  England  choose  to  maintain  her  communications 
with  this  country  at  such  a  cost,  let  her  do  so ;  to  this  no  reply  is  re- 


li 


i 


i 


69 

quired.  If  national  prido  does  not  prompt  the  people  to  accept  this 
struggle,  it  will  not  be  to  any  national  disadvantage.  Great  Britain  has 
far  more  interest  than  this  country  in  the  Atlantic  lines.  One  day's  in- 
formation as  to  the  price  of  flour  or  the  yield  of  the  cotton  crop  may 
save  her  the  cost  of  her  subsidy  in  her  purchases  at  Odessa,  on  the  Bal- 
tic, or  the  Indian  seas. 

It  is  undeniable  that  the  old  world  seeks  with  more  avidity  than  the 
new  to  bind  closer  the  knot  of  national  amity.  To  their  crowded  indus- 
try this  is  the  long  promised  land,  and  the  producer  will  always  bring 
the  consumer  to  his  market. 

Stronger  reasons  prompt  the  re-establishment  of  communicatioii 
with  France.  We  need  to  renew  our  friendship  with  our  ancient  ally, 
and  friendship  follows  intercourse.  Our  large  and  increasing  trade  with 
this  nation,  which,  though  a  great  naval,  seems  destined  never  to  be- 
come a  great  commercial  power,  should  be  developed,  and  not  be  per- 
mitted to  halt  in  its  progress. 

A  line  twice  each  month  should  be  established  to  Havre,  touching  at 
Cowes.  One  or  more  lines  should  be  established  to  provide  a  weekly 
communication  with  some  one  of  the  Ilanse  Towns,  Breinen  and  Ham- 
burq,  requiring,  as  the  condition  of  a  large  subsidy,  that  ample  accommo- 
dations should  be  provided  for  persons  seeking  to  emigrate  to  this  coun- 
try, at  reasonable  rates ;  the  steamers  to  be  under  constant  government 
inspection,  and  the  subsidy  to  depend  upon  the  faithful  performance  of 
the  contract. 

A  line  should  be  established  to  Lisbon,  Cadiz,  and  to  Genoa,  touching 
at  Barcelona  and  Marseilles. 

This  is  as  much  legislation  as  now  seems  desirable  across  the  ocean. 

A  line  established  from  New-York  to  Point  Isabel,  at  the  Brazos  San- 
tiago, semi-monthly,  with  a  semi-monthly  branch  from  New-Orleans,  would 
at  once  recover  to  us  a  large  portion  of  that  valuable  trade  of  Northern 
Mexico  which  we  have  lost  by  our  own  negligence. 

Just  before  the  war  broke  out,  the  Mexican  government  itself  offered 
to  pay  a  handsome  subsidy — $120,000  per  annum — to  those  who  would 
establish  a  line. 

This  line  will  ultimately  become  very  important  when  rail-road  com- 
munication is  open  to  Monterey,  and  thence  to  Mazatlan,  on  the  Pacific. 
This  rail-road  will  make  one  of  the  most  important  connections  in  the 
world,  being  on  the  direct  line  from  London  to  Ilong  Kong. 

The  Postal  Convention,  of  1861,  established  a  uniform  and  low  rate  of 
postage  with  Mexico. 

By  the  offer  of  a  sufficient  subsidy,  the  Havana  line  might  be  extended, 
by  branch  service,  to  Porto  Rico,  Hayti,  St.  Thomas,  Jamaica  and  other  of 
the  West  India  islands,  and  to  the  principal  points  on  the  North  Pacific 
coast. 

The  Venezuelan  government  have  offered  to  contribute  a  subsidy  of 
$30,000  per  annum  to  a  line  for  coast  service. 

A  line  of  semi-monthly  steamers  to  Rio  do  Janeiro,  touching  at  Per- 
narabuco  and  Bahia,  and  with  a  connecting  branch  to  Monte  Video  and 
Buenos  Ayres,  would  no  doubt  meet  similar  encouragement  on  the  part 
of  the  Brazilian  government. 


53 


The  Pacific  Mail  Stcamsliip  Company,  wliicli  has  so  fairly  earned,  and 
so  justly  deserves  the  confidence  of  the  country,  should  be  induced  to 
extend  their  line  of  operations  so  as  to  give  a  regular  coast  service  to 
Valparaiso,  touching  at  the  important  intermediate  points,  Guayaquil, 
Callao  and  Arica. 

Finally,  a  first  class  semi-monthly  line  should  be  established  to  run 
from  San  Francisco  to  Ilong  Kong  and  Japan,  touching  at  the  Sandwich 
Islands,  and  with  branch  connections  from  that  point  to  Australia. 

Your  memorialists  are  aware  that  unusual  difficulties  and  delays  will 
attend  the  inauguration,  at  the  present  time,  of  the  proposed  lines  of 
mail  steamers.  The  private  ship  yards  of  the  country  arc  fully  occupied 
with  work  undertaken  for  the  government  of  the  United  States.  Mate- 
rials of  all  kinds  are  greatly  enhanced  in  value.  The  sources  of  supply 
are,  to  a  considerable  extent,  cut  off"  by  the  rebellion.  Withal,  the  cur- 
rency is  in  such  a  state  that  a  change  to  a  specie  basis  would  tend  to  a 
ruinous  depreciation  in  value  of  steamships  created  under  such  circum- 
stances. For  all  these  reasons,  your  memorialists  submit  that  the  sus- 
taining hand  of  government  is  necessary  to  secure,  in  the  first  instance, 
the  creation  of  the  vessels ;  and,  in  the  second  place,  may  1)0  vital  to 
their  preservation  when  a  change  to  specie  payments  and  reduced 
values  shall  occur.  It  is  obvious  enough  that  vast  benefits  to  the  com- 
merce of  the  nation  would  accrue  in  the  large  amount  of  freight  and 
passage  money  that  would  be  retained  on  this  side,  and  in  the  increased 
revenues  from  foreign  trade  that  would  follow  the  contemplated  devel- 
opment of  our  commerce. 

Of  the  proposed  lines  the  most  important,  and  which  should  be  first 
undertaken,  are  those  to  Genoa,  to  Rio  de  Janeiro,  and  to  China  and 
Japan. 

Regenerated  Italy,  under  the  liberal  policy  which  Cavour  conceived 
and  Victor  Emanuel  is  faithfully  and  loyally  carrying  out,  is  rapidly 
improving  her  conditi  u  and  cxtendiriLC  her  commerce.  A  great  trade, 
advantageous  to  both  nations,  will  ijiiickly  follow  the  establishment  of 
regular  and  dir       steam  communication. 

Spain,  assuiri  of  the  loyalty  of  this  country  to  plighted  faith  and 
national  obligatioi,,  and  no  longer  fearing  insidiou-.  attacks  upon  her 
American  colonies,  may,  'Mv  long,  find  her  true  intorost  to  be  in  extend- 
ing new  facilities  to  our  cunimerce,  and  withdrawing  the  restrictive  and 
impolitic  legislation  which  has  arrested  its  development  hitherto. 

The  South  American  nations  all  anxiously  await  our  movements.  They 
dread  the  encroachments  of  European  policy,  v.  aosc  hostile  purpose  i3 
always  veiled  under  friendly  guise.  They  recognise  the  honorable  faith 
of  the  United  States,  on  whose  escut  'iCon  there  rests  no  blot.  Even 
Mexico,  late  an  enemy,  looks  to  the  United  States  to-day  for  friendly 
sympathy  and  aid. 

It  is  hardly  creditable  that  our  commnnio  'ons  with  this  great  conti- 
nent are  only  safely  made  by  European  '  .s,  and  that  the  correspond- 
ence of  our  merchants  with  Rio  passes  ihrough  Southampton;  and  pos- 
itivelv  discreditable  that  an  American  minister  leaving  the  North  Amer- 
lean  for  the  South  American  continent,  must  twice  cross  the  ocean  to 
reach  his  destination,  if  he  choose  to  go  by  steam. 


54 


m 


But  more  than  all  important  is  the  proposed  communication  with  the 
East.  By  it  the  Atlantic  seaboard  cities  will  receive  their  letters  in  60 
to  65  days  from  Ilong  Kong,  Shanghac  and  Niphon ;  and  information 
will  pass  by  telegram,  via  San  Francisco,  in  25  to  30  days.     When  the 

f)roject''d  rail-road  across  the  continent  is  complete,  communication  by 
etter  may  be  made  in  36  days,  or  thereabouts.  A  large  trade  will  grow 
up  between  the  Eastern  and  the  Western  shores  of  the  Pacific.  The  cir- 
cle of  commerce  will  be  complete ;  all  nations,  and  tribes,  and  races,  will 
be  brought  mto  close  and  intimate  relation,  and  all  that  is  physical  having 
been  subordinated  to  the  comfort  and  happiness  of  mankmd,  the  world 
will  await  with  awe  and  wonder  what  new  development  of  its  progress 
is  yet  reserved  for  the  human  mind,  under  the  inspiration  of  the  author 
and  ruler  of  the  universe. 

And  while  some  plan  of  wise  legislation  is  being  matured,  which  will 
open  to  American  enterprise  the  fertile  valleys  of  the  tropical  South,  and 
draw  us  nearer  to  the  treasures  of  the  Western  shores  of  the  Pacific,  by 
the  development  of  a  system  of  steam  communication  and  mail  service 
worthy  of  this  great  commercial  nation,  your  memorialists  pray  that  ships 
of  war  be  assigned  to  the  duty  of  conveying  the  mails  to  all  the  chief 
points  on  the  coast  of  the  two  oceans,  whereby  they  may  servo  to  protect 
as  well  as  to  foster  our  commerce. 

This  memorial  has  presented  the  history  of  ocean  steam  communica- 
tion ;  its  dependence  upon  government  subsidies  for  support ;  its  ett'ect 
upon  commerce ;  and  has  supplied  such  data  as  seemed  proper  to  illustrate 
these  several  points.  It  is  the  hope  of  this  Chamber,  that  your  honora- 
ble bodies  will  give  due  regard  to  the  important  subject  of  which  it 
treats,  and  in  which  the  prosperity  of  this  country,  not  commercial  alone, 
but  ao'ricultural  and  mechanical  as  well,  are  involved.  It  is  represented 
to  your  honorable  bodies  that  this  Chamber  states  the  facts  presented  in 
this  memorial  with  the  deepest  mortification,  and  that  it  looks  to  the 
action  of  your  honorable  bodies  with  the  most  anxious  hope. 


m^ 


Thomas  Tileston,     ^ 
A.  A.  Low,  j     Committee  on 

Pelatiah  Perit,         Y  Ocean     Steam 
George   F.  Thomab,  j  Navigation. 
Ezra  Nye, 


s,  I 


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APPENDIX. 


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S  S 

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CD   </> 


'8 


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O   UO   lO    uo   o   u;   ^   CO 


Appendix — Table  No.  2. 


43 

s 


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1'^    ■ 


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CO    CO    (Ti    CO    CO    C/> 


08 


Appendix — Table  ^'o,  3. 


pq 


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^     233 


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60 


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CC 


Appendix — Table  No,  0. 


61 


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gl 

K,,    CI    <N    C*    04    CO    Q\ 


^.    •*    ei  '«    O    *!    »—    Tf    '»    »'^ 

*    .-■    )4|  I-    r-    f>J     /)    O     O    »- 

K»  *^  tj.  cr  G'J,  o  **  ''i,  *i  co^  ^i 

t2s''^S  •1^^'M    »';.ri    '7_»i?    3 

to    CO"  CO  co"  •^'"  »ft    ^^  00    ^^  V 


II  i  1 


e  «  c»  '■'>  Ci  o 

eS  CO  >-■  CI  1-  <;i 

O,.^  ,-1  r^  ri  ,H  d 

5.2  «t< 


CI  o 

2S  P 


'  ?<  t-  o  «  »-  o 


g  "3  o"  -T  cf  -f  w 

K   O    (/)    O    ^-'    ''/'    "f 

^  ft^  TO  cf  m"  TiT  in 


CO 

c«  I— 

5^  li^^  O^  O^ 


O    ■^    <M    CO    '-'»-<'-'    I - 
■^  cA    1-^  l,-?^  1--^  c«    ••^  »- 


to"  ©1 


'2« 


op   <0 


S 


h-    CD    Ci    O    »- 


ea 


Appendix — Table  No.  1, 


t 


'( 


'1 


m: 


-  r^ 


M 

w 
J?; 

H 

o 
<1 


o 

Ph 

w 

H 

w 
o 


i 

S 

I 


^   S 

Si 

s 


< 
o 


H 
O 

OQ 


CO 


CO 


5  .  .    V  >-<'  air  ri  ri  at 


hvj?; 


<3   I-   M   I"   »!   o>   •»    o^ 


•a 


g 


e  tj  ^  "^  ei  CO  <©  I  -  r-  M   2! 


I     L 


(15 


10  S  *  « 


•:;  ■g  <i  «  o  —  -^^  »i^  o  .^  ./ 

■c  c  <J^  -f  iri  '*r  -r"  o'  c   cT  cT 

,^  ft,  '/^  "I*  -T  iri  '/'  '?>  '*  71  ^ 

t-c  S*  't  -,  S  ^^  '-,  '*,  -.  *  ", 

>2  "  ■'  ei  ei  iM  Of  ■*  ■*'  « 


5§ 


^  ^    -'  -    «    <5    M    ; 

tS  g. '« '-  e>  ?i « ; 


S 


J5   rn  lO 

gS    O  "M 

*1.  I-  to 

«;'  <r»  <g" 

CO  o  «5 

't  o>  i-_ 


,5    1,    Ol    r^    ,^    55    '-    "    •''    U<    1-1 


~-   en  '»'  o'  c^  £!  o  "  cT  o 


is  M  I 

Pi 


_  a 


"S 


3 


3 


p 

o 


J  i»(  •■i''  o'       <0  oT  to'  e>  V  oT 


r"^ 


5    t-    <0    -^    -)i    O    91    riO    «4,    -<  .*- 

~  ^  r-  a  o  i  HI  m  •51  ..-i  I-         6 


-I   * 

14^     w 


•♦*.   ^ 


3      . 

^1  ?;  ^  S  ;-i  S  §  ?i  §  s 


L^l^  a  5    i  35  *i  -f  q»  71  3 

7  S  CO  »^  o  <5  <o  Ti  o  4i  1-^ 

■^ .  •  «r  '^  p"  -f  1-  7\  ^  *^  ^ 

R  sj  rH  rH    Jl    r^  rH  dl  S»    r^  r^ 


■^   tfc  I-    I-    ih  «.i«    I-    UD    M    A    I- 

Q  g   71  <yj  </  ■»»•  o   r-  (^  <3  i/> 

•^    =     -f     -f   O"  7?    O'    — "  ^     ftTi     *f 

S  ^  cc  »?5   y)  <i>  c>  (J  I  «o^  c>,  t/i 

A  ^  Q*  T-T  oT  ci  ef  fff  of  cT 


^     -*"  irT  15.1"  ^  CO    -f^  **    »^ 

■•    A    -- 


i«  2  S  8  5. 

r-1    rH    T-<    T-4    r^ 


r-  r^  '4J 

:    :    :      S 


«3 


« 
«; 


o 


ift  !0  ^-  (X)  a»  'w 
rt  lo  "5  o  o  <s 
CO  0(5  CO  CO  en  CO 


s 


S 


so 


UD  01    't    (M    I-  O    C^ 

?  CO  2  'n  cf  cf  -a  I-  2'  SS 

,M    ir?    *l   li  S    ot    a.   oi  "0   •o' 

^  crt  rt'  ^r  „•  „'  „'  „' 


«•  1-1 


S 

I 

-^^ 


■3* 

>    <©   i<5   CO    CI   CO   rt   <o 

^2;i>'^*oc^'/''*'coo 


CO    00 

"  3 


ca  w 


^  s  l.-J  t«  01  « 

"■  ^    if    CM    -f    51 

■§;=  S?  S  rf  S 


O    h-    »--    0» 

^-*     I-     •fl     C^ 
(O    «ri    ft<    O 

'  fiT  r/T  (^  «r 


^ 


2 


"es 


Tl     Cl     o    ^^ 
.,    ,..■    »-■    i.*?    rS    <0 


o 


.a  « 


ll 


Appendix — Tabic  N'o.  8. 


03 


^ 


S  ^  rf  i-T  •»         •• 

•     •■•*••     t     • 


Ji  ^  erf  r-T  «f  oi  fff  «  o  o»  ^ 


•s 


^!o  of  c^  lO  rT  of  «o  uf  »•'  VJ* 


I    »     4|I     i-t     Ofi     oa     '«*     O     </^     •-<     r-l  _■*- 


■x  Q  .-T  o'  -^  of  W  •s  -if  crT  f/T 


•5  «» 


t;^S 


■5a<=''4.r^'?.'=i.''V*'° 


Is 


CO    CO 

CD    CO 


r 


G^ 


'■  Ui  *'.  "i  "^  '*  '''  <»>  «o  «•  o 

i   .  "O  »-  «»  o'  o'  ;;  •♦  — '  '/T 

;^hj  IH    r-<   0<    aS    W   fH 


K-^ 


|.^- 


^     .    V-    f/^  ry>    «f    a^    (O^  1^   04    CO 
ig'*'  r*  r*  r*  T*  ft  tJ 


45i 


CJ^  o_  ^  C/J_  0^ 
r-T  r-4   v-l   vi   «-l 


^^a 


<e  ^1  2;  ,-•  I-  a> 

IS  .t  S  r:  s  1 


S  §  *"-  o\  "-  *  *-  ^.  S.  «^  <^ 


oij  at 


C5    lO    S*    O. 


-•  ** 


II 


sssa 


w  -J  53  o  M  es  00 

M   M    o   >r   <»   CQ    CO 

o».  oo  o>^  <o  ^  ►^  8» 


uo  e< 


V#^      "■»•      ^^      "*      — T      VJ      *»;      ^^ 

<ockO>f-(C4aft(Mco 
^SaosiaoSoaiS 


II  §5  g  S  S  ■«'  2!  ^' 


e 


3  n  00  S 


00    „ 


S  «o 

CO  no 


64 


Appendix — Table  No.  9. 


i: 


m 


»;£<!  u5   T<  ri  «-   C5.  '«  M  I-  »-;. 

e  t  •  of  -.f  o  «jr  t-f  t^  «rf  lo  e* 
<i,tj  CO  «  «-«         rt 


■« 


V    ^    O    CO   O   If^  ©•   CJ_  CO   Of^  co^ 


•a 


cn^t*»-'t-*^r<0*:^*^ 


3  § 


to  e*  o  o  f^  CD 
o  r-  o  S  <N  to 

<M    CO    t-    -^    "*    <?• 


^     m  jHrHi-tT-tT-«T-'c*»-i6* 


o 

§ 

«> 

►« 


o 


«tj   -^    ■*    Cl    O/   r/)    -T   »Q   0»   0»i 

o  L .  ©r  oT  o»"  irT  oT  oi"  *rr  (xT  «r 


|t«i  s  s  s  5s  5  ?;  s  s  s 

5  to    M    of  CO    03  W'  »■  V    oT 


rit-  >?  s  2  T)-  s  a  s  s  s 

g  S  «  uu  to  rt  CO  o  I-  o>,  eo 

gtj  13  «  ^  o  w  8  S  S"  g 


;  co"  lo'  »-^  or  2f  i<2  IT 

*    W    C*  «    CO    CO    V    CO 


&2  a 


^ 


'fe. 


O    I- 


1 1  ?'  8  %  §  2  S'  3'  5  ^ 


-"^^ 


(O   Til   -"t   »o   o 


<Mt-<oo>a>cooiM^ 

•    kAOOt*-'CQVOT-4IO 

g  N  w  oo"  '"  co'  of  of  »«  00 

S  «» 


^  V    to    CO    to 

C  ?■,  05  "-^  ■*  ">,  o>  oj.  Oi  0|  «o 
^  cfofeoofofi-jTHeoo* 


00  "^  w-*  ■ - 
r-«_  O,  OS^  «0 
fc-^  CI    >*    ^    <^ 

—   ta  <?» 


^ 


•»  a  '^  °i  '^.  °i  <t  "?.  "',  ^  ' 


(»    ^    C4    (N    -^    CO 


^ 

S 
u 


■&. 

t^ 

05c6SlCOC<rH»<MCO 

H 

5  o 

«-'  ai"  -f  ^  m  p  r-r  52  :(        .<i 

o  s. 

r-icio>.-3T)i<oi-c6c<: 

|C^"i 

ef  r-T  of  ci  of  rf  i-i'  of  0^          -^ 

^ 

«» 

CQ 

1, 

«> 
•^ 

1. 

«  g 

K 

E» 

~    (S; 

1 

i 

1 

T-" 

S 

•- 

i 

OC 

r- 

OC 

T- 

K»  t^  ^    O  CO    *-    *^,  •*,  "^^  "^^  -^^ 

Q    2    **"  ts"  rT  T-T  »-<    O    iTi    -^  K» 

t2  ^   Cfi    -/I  CO    ^   ■"    ^"-    ''I.  o'..  ►- 

C*(  T*  •«    -.?  __•*    -J-   **i"   /wT   /Vi     «4t  -J' 


'  "  ^*  of  oi"  CO* 


«6"  of  CO  ■*  c>f 


■•^05  —  <oo»ej»-»-io 
p<>  **  ,-  <D  H-  I-  w.   (N   ■'l'   r:  o» 

Oscowoit-'Ocoin_oico 

"cv  S  ^  o"  »rr  o  of  o"  Oi  ^5  trT 

"  5   10   CC  oa   I  -   OJ   (3i   oa    "^  M" 

S    Ct)    T-Irtr^J-Tr^f-fO*    e* 


cs  ^  ■-,  5  c>  S  <4.  "  '-„  "i.  "* 

io§,55  '^  *~  3  ^  '^  ^  tX  S 

«  cm.  ,)._  co_  ■*  >o_  r^  O  «-,  00 


lis 

e  ^ 
{  o  S 


c^  to  -^  oS"  rrT  la'  >Q  CO 


<3 

: 

0  ^. 

ffi»oio«oa/0«oOT^ 

QO   ^ 

S    fJl  CO    ^^  0.  »iJ,  «>.  <»    '^^ 

il 

ss,sssiq.5;2.§ 

'^fti 

« 

c» 

«! 

6  00 

CO   « 

}?^ 

^ 

r- 

1 

Si 

I- 

ir 
a- 

V 

T- 

CO 
r-* 

T 


Appendix — Tabic  No.  10. 


65 


f  c  f  1^ 


I— I 
> 

I-:; 

o 


H 
O 

02 


o 


o 

«1 


< 


1=. 


'A 

S3      S> 

> 

«^ 

K* 

a 

pq 

a 

H 

^S 

1 

-§  1 

to 

1 

o 

1— 1 

^ 

1 

1— 1 

ji 

U 

■2  e 


5^ 


~-2    (N 


'2  I 


JO  a  ,15 


!;:> 

s 


o 


£? 


@ 


CO   co^ 


CO    CO^ 

of  ^ 


K"    CO    Oi    O    »-H 

to  lo  ko  «:>  CO 
on   r/S   (/)   CD   CO 


a 
o 

•2 

•oil 


6^ 


■a 


ri    CO 


n 


In  :  i  !  i  i  ! 


'   «o 


^ 


%^ 


a 


5>2 


09 
CO 


o 
O 


^  3  <o  lo  ^  in  5i  cS  <^.  t-   4 
K  "S  t:  2  co"  ?r  «f  rf  ??  2  S 


w    co"  ^»    O*    t—    CO 
Q*     ^     O*    QO     "^    '^. 


CO    1*    Cft    <M    to  N.  to 

»-  I-  r-<  o  oi  -^  ::2 

^    ^    ,^  _-_  ^  0_  -^  C^  rjO  CO  1^ 

■     "  ITS  Ol  e« 


^    C^    «    Til    O    OJ 


<« 


o 


S  3 


^1  

si. 

•5.SS  ::::::   :a 

£t«i=^  ::::::   :»» 


c 


CO    -^    Ift   «o 

to    O    O    O 

CO  00  o6  c/5 


1/5    «0    H-    CT)    OS     O    — 
"       "     *0    IQ    »0    O    <0 

00  O)  </>  c/)  (rt 


i 


¥1 


66 


Appendix — Table  No.  11. 


• 

a 

t) 

^ 

C3 

0^ 

^ 

» 

• 

^ 

1— ( 

^ 

1— 1 

^ 

t-H 

«> 

f^S 

^ 

H 

g 

CQ 

&« 

^ 

^ 

O 

1 

CJ 

Ai 

H 

•:S 

CQ 

W 

60   O 

^ 

|.^ 

co-s 

» 

^<5 

H 

:?-« 

H 

i^g 

%> 

►«i 

• 
1— 1 

-^ 

HH 

u 

u 

l-H 

K 

u 

s 

<1 

s 

V 

t-H 

-JS 

'^ 

s 

S 

<1 

u 

l»^ 

« 

a 

u 

H 

00 

u 

S 

CQ 

o 

» 

OQ 

r-  I-  «  o» 

t"  <Z'  fo  a 

CO   .-I    — 


M  «  S 


r-l    M    *-» 

3  ^.  3. 

CO    03    «&*  00* 


cro^»^o^-ao■^co^- 
h-T,-,  r^  <S  T^  CO  eo  ^  *S 

rH    0<    iH  f-l 


a.  . 


IN 


OO    «>.  T*    ■«)"_  !••   «    0^  IN    '* 

«»   tH    rl"  f^  JH     t4"  '-' 


r^  «o  cr  er>  »-•  ^ 


a  o 

§1 


■^  ej  (■« 
S  2  g 
"^  ^  -^ 


-   -       —      WV      W*      f*  T-T-  T 

-Tjl^  ■<)t^  «o_  b^  ti  «  oo^  ",  'Si 

o»  -i  o  2  »•  S  2 

lO  «  e»  «  CO  w  M 


Wh-ira<ceo<MS'*?'o 
*1  t»  '-'" 


j-«>?3M»-»-':<i5 


00 
1^ 


1—    ^«5^OiC0C0<5P 

a  vj  o  J5  "  ""  t  Q  o>  «>  Ir 
5«.totot-'-''<<oooaoeo 


'5c5 


lA   LO  i.'S   o  i.'i  o   '-o  eo 
c/:)  ci)  tjj   c/>  '.«  c/D   CO  CO 


00 


^ 


^ 


'     ■  <SJ 

S  ^  <>i.  «i.  >-<,  1^,  »  ''J.  *",        vi^ 
G  m  -^  "^  co(>rr^^-  'I*  j^ 


"**     XO    r"    Cv     ^  '     *•  »■     r™    r^    '^        *  C3 

'Q  i-T  — J"  tc"  ci  oT  CO*  c«5'  OS  o  ••* 


K 

E^ 

K 


«o  eo  »- 
04  .-I  !/> 

i-T  CO  <*' 


S§slsH 


**         »ft   CO    o>   t-i    o    o 


CO  J-l 


O  19 

0«    cT  Qb    «D    o 
»-    CO  Pj    ^ 


r-T  CO    <g"  CD    CO    «r  I-T  to    ^d" 


CO  o  55  ej  ift  CO  CO 

O    C-?    C'3    *0    0»    CO    -* 
J5    CO    rH    CO    («    CO    >- 


y 


5  K  co'  o  s  cT  !»■  m'  r-T  e>   g 

K^  t-  ".  'S  '^-  •*-  *-  A  ^.    ' 
"  <M  "S"  ''  f  "5  «o  e«  t   * 


^ 


,  f:  S  CM  a  a  m 


•g  t  fi  ira  ei,  <c,  E  SS  o  ^^  «. 
S  I-T  oi"  w  of  ^  ^"  -T  cf  w 


-••iiiocri^oooiN''' 

^>  (5,  t-   t«   ^  1^   o   CO   ea    ei   £J 
t^  5"  ©>_  0»    »,  =i  "?".  T-<.  C»    •*.  1 


^3   V 


5^ 

J"- 


_*-      y*^      ^       .A       ^.^       _..      ^      ^i« 


^    f3 

rM  CO  i:t  •*••  ^i  ^-^  '^  ^ 
en  ci  *^1  ^^  "^^  *-*  "^  ^ 


CO    (N 

1^ 


of  S'  '^  2f  H-'  CO  2 
--  «o  (N  e»  tH  CO  1" 


II 


cocb'-oi-i«o«to>2 

t—    ^*-<©CX3»^»OC0 

<N  CI  o»,  o  "-;  ""^  '*  "- 


M 

Ah 


If 


,   kj  <o  t-»  CO  e> 

CO    *    S    S    S    t'J     CO 


CO    to 


Appendix — Tabic  JVo.  12. 


67 


2 


^ 


« 


/ 


:§ 


r » 


;  s 


>  « 


.   05 
■5    —I 


^^« 


'^     65 


|c<3 


— ^  «  CO  -^f  ^- 

i-«  I—  iQ  ^/)  o 

^    CO    CO    <A    (^ 


§.•  P  th  t-  ei  o  «o 


..  .   -   _.  e<  o 
;  o  ffT  rt      i-T 


s 


•    H*    O    ^ 

I—    CO^fMCOOO— r 


SI- 


^ 


'fe^ 


^    —    O    O    Ift    M 

^    M»    r-   o    r^    -*    c5 
«0    ei    Oi   »-   (M    W^      - 


Ml    M    **•   CO 

eo  o  o  o 

lO    r-«    CO    T-( 


e^  O  O  O  O  ift  ea 
0>  3^  ►-  O  1-'  7f  Zl 
*-•    "^    tH    »-•    C<    iO    i- 


«o  o 

W  CO 

■=  to 
«> 


e»  ■»(c  «>  o 
o  t-  -^  c» 
c^  oo  n  i- 


cr>  "2  «o 

O  "^  i-f 

o>  «  w 


«o  t-  2  05  CO  o-.  oT 
to  <H  CO  r<  OS  T-<  " 


5  •"f  irT  o  I-T  cri 

■<^-c? 

■    T-T 

o 


I 

CO 

s 

1-a 


'^ 

a 

3 

8 

S 

o 

IS  " 


e 
e 

^^ 
£ 


t- 

c» 

vH 

O 

1-1 

to 

rft 

Hk 

»-< 

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0 

o» 

Q* 

«o 

■* 

♦^ 

O 

O 

o  •  e>  2  g 

S   :  fJ  3  3 


K5  eo 


^la  ^  *  «0  CD 


■  03  Of 


a 


» 


►Si 


CO 

09 


H  -< 
o 


coeoi^ocoo-Htco 

O    CI    (M    Ol    OD    t- 


o 

0>   lO 


crt 


h*    <M    eO    T-t    CO    CO    CO 

«o  t-  tf)  to  d  c/S  CO 

r-i  T-t    ©» 


>^ 


5^ 


ou^c-'cooocoo 


^^Cfl 


'2V  eiwopoift^^Hto 

t.-Pico'cc"orco''ircrrco«o«£r 

^.^S    CO    T-1  CS    0^    (Jl    «    I.-    ift 


^    Crt 


(M 


.2" 

5 


o  (M  ei  GO  ftfl  CO  ei  CO 

So    O    CO    ^     ^    <N    tJ* 

c4  i-T  I-T  T-T  of  of 


-C^l 


*^h-*-i-»tcr>i-'co^csco 


o 


c<  Ol  CI  o>  »-  lO 


'  ■^  vf  to    h^ 


CO    0>    Q    V- 


68 


Appendix — Table  No.  13. 


i 


m.i 


• 

•a 

< 

g- 

ft 

ft? 

< 

525 

00 

< 

^ 

lE 

^ 

<» 

0 
0     I 

0 

• 

S 

(» 

^ 

^ 

^ 

w 

1 

^ 

1 

• 

a^ 

/> 

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«s 

S*J 

H 

2 

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^ 

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a 

0 

0 

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0 

0 

^ 

*« 

H 

05 

^ 

cc 

« 

W 

CQ 

B 

> 

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1> 

>--■ 

■ij 

S~ 

■i. 

w 

G 

s 

<a 

d 

Q 

I— I 

<1 


6^ 


O  -"t  IX)    -y)    CO 

•iit  *0  O    1-H    ■* 

'>>  rH  <3    CO    ►- 

eo  TH  ,-r  ^  T^ 


a*  of 


o  o 


--  ■-'  "S  :2  "*  o»  51  «  S2 


"  ©T 


1^ 


d  o  CO    Ti  o  to 
o   eo   <p   r^    o   «o 


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Appendix — Tabic  Ho.  14. 


CO 


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Appendix — Table  No.  15. 


§  |_^  eo  «f  •-?  CO  lO  *  o'  »  «o" 


C!  K    S.  rl    Ji    r5    S    W,  ">    <0.  0>  2 


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& 


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CO   ■•1'   «}   o  1-   CO 


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S  m  CO 


Appendix — Table  No.  16. 


71 


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r^  to    O^  O^  «.  i.-5  tH 

cT  1-^  »-^  co"^  o  <j"  c? 

0»    f-H    (M    C-l    O  '/j  CO 


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to    CO    oa 


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g 


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Appendix — Table  No.  17. 


O 
t— I 

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to"  o*  wT  oi"  *f^  >*  tf  rt  r? 


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4:  '*^  --li'  <^  cT  ctT  21  o"  ^  ^  »:* 


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rr>  *•  d  cc  ***.  o* 


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a  B  "5  im"  o  -h  oi  »>  »  S!  2 


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A2^pend!jr — Tohle  No.  18. 


73 


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< 

w 

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i'  ^'  S  i  S  i  i  i  i 


Appendix— Table  No.  20. 


75 


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Stat 
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the  Un 
and 

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=     ■:;        af  •r  ef  af  of  al  «l  •<  of 


Appendix — Tulile  No,  21. 


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Appendix — Table  No.  23, 


if 

»! 
III 


^1?; 


Statement  showinrf  the  jjjtitries  and  Clearances  of  Steam  Vessels  ac  the 
Ports  of  the  T/nited  Kingdom,  from  and  to  the  United  States  and 
other  American  p>orts,  in  the  year  1800. 


United  States. 


British, 154 

American,  U.  S.,. 
Other  Powers, . . . 


Britisli, 

Other  Powers,. 
American, 


St.  Thomas, . . 
New-Grnnada,. 

Brazil 

Cuba 

Hayti, , 

Montevideo, , . , 

cm;!. , 


Ekteki 

D. 

Cleakkd. 

I'enack. 

Tons. 

f 

Vessels, 

Tune. 

154   .. 

197,520   . 

164   .. 

209,620  ) 

•  •       •  • 

•  •  •  •           • 

4   .. 

5,991  [ 

with  corgoea. 

2   .. 

8,020   . 

82  ., 

47,540  ) 

15b   .. 

200,546  . 

200  .. 

263,151 

2   .. 

15,063   . 

•                          •    •            •    u 

2  .. 

•  •  •  t     J 
13,5S2 

•  in  ballast. 

•  •    •  • 

•  •  •  t             • 

■                      •   ■          r    • 

203   .. 

....    ) 

158   .. 

216,609   . 

276,633 

21  .. 

44,290  . 

27  .. 

46,303 

5   .. 

1,982  . 

•  •        •  • 

•  •  •  • 

24  .. 

82,259   . 

24  .. 

30,868 

1   .. 

687   . 

1   .. 

687 

«   ■       •   • 

•  •  •  •            • 

3   .. 

1,524 

•   •       •   > 

•  •  •  •            ■ 

1    .. 

164 

..    .. 

■  •  •   •            • 

I   .. 

673 

215 


294,827 


209 


356,902 


JVwnher  and  Tonnage  of  Steam  Vessels  of  iach   Nation,  entered  and 
cleared  at  po7'ts  in  the  United  Kingdom,  -'n  1860. 


Nationahties,       ^ 

Britiali  United  King- 
dom &  DejKMidcncies, 

Russian, 

Swedish 

Norwegian, 

Danish, 

Prussian 

Hanoverian, ........ 

Oldenburg, 

Hamburg, 

Bremen, 

Lubeclc, 

Dutch 

Belgian, 

French, 

Spanish, 

Portuguese, 

Austrian 

Turkish, 

American,  U.  S... .  ■  • 
Mechlenburg, ....... 

Sardinian, 

Greek 

Brazilian, 


Entered. 

>■ 


Vessels. 

6,031    . 
'^J 

?,i    . 

19    . 

02   . 

04   . 

26   . 

22 
197   '. 
144   . 

1!  . 
:?09  , 
137  . 
216  , 

68   .. 

11    . 

1  . 
2 

2  . 


Cleabf.0. 


7'uns. 


11,761 

8,190 

9,262 

15,149 

10,456 

4,6^7 

4,686 

99,503 

69,188 

8,816 

60,059 

83,984 

29,494 

19,265 

14,677 

300 

930 

2,S18 


7,929   ..  2,548,911 


Total  c.itrios  nnd  clearances, 


Vessels.  Tons, 

6,146  ..  2,041,884 

28  ..  10,935 

35  ..  7,975 

18  ..  8,853 

61  ..  14,680 

82  ..  15,669 

22  ..  3,652 

23  ..  4,899 
187  ..  95,924 
139  ..  06,014 

11  ..  4,304 

284  ..  63,183 

75  ..  24,865 

49  ..  14,531 

50  ..  18,071 
11  ..  12,82;i 

3  ..  1,937 

4  ..  5,991 
2  ..  610 

1  ..  432 

2  ..  735 

3  .,  633 

7,222  ..  2,418,602 

7,9'.i9  ..  2,548,911 

15,151  ..  4,967,473 


A2J2}cndix — Table  No.  24. 


70 


Steam    Fleet  of  the  Peninsula  and  Oriental  Steam  Navigation  Com' 

pany,  January^  1861. 


Ton- 
nage. 

Pcra, T.  JamlesoD, 2,020 

Ceylon, It.  W.  Kvans, 2,300 

Indus,  (padillo,) T.  Binck, l,i)50 

Ripon,  (pntldio,) E.  ClirUtian, 1,900 

Delta,  (paddle,) J.  S.  Field, 1,700 

Elloro, J.  K.  Joy, 1,050 

Simla, J.  Patcrson 2,440 

Nemesla, A.  It.  Weston, 2,4(i0 

Columbion, N.  T.  SlioUowo, 2,:!00 

Bengal, A.  U.  Farquliar, 2,200 

Colombo, (}.  Dunn,  (Acting,) 2,1T3 

Kubia W.Stewart, 2,090 

Ilindostan,  (paddle,) 2,000 

Candla, W.  Curling, 2,000 

Malta, H.Down, 1,870 

China, G.  F.  Henry, 2,010 

Benares, A.  Parish,  (Aciing,) 1,900 

Behar, W.  F.  Norrie, l.O.'Hl 

Orlssa, .T.  W.  Purchase, 1,C.')0 

Northam, (i.  S.  Brooks, 1,600 

Emeu, K.  T.  Dundas, l..%30 

Poltingcr,  (paddlo,) I).  G.  Munro, 1,!J50 

Ottawa, J.  G.  Qribble, 1,274 

Madras, E.  P.  G.  Browne, 1,200 

Singapore,  (paddle,) It.  ("urling, 1,200 

Pekin,  (paddle,) J.  Kellock, 1,200 

Ganges,  (paddle,) J.  Bowen, 1.200 

Bombay, 11.  II.  Potts, 1,200 

Salscttc,  K.  Mcthvon, 1,900 

Jeddo, AV.  boames, l,soo 

130 


Mazagon,  (paddle,)' 

Kepaul, C. 

Noma, ]). 

Aden, I. 

Cadiz, W 

Formosa, II. 

Manilla, W 

Kajah T. 

Ma«i8ilia,  (paddle,) J. 

Euxinc,  (paddle,) W 

Vectis,  (paddle,)  K. 

Valotta,  (paddlo,) N. 

Saltan,  ....   X. 

Tagus,  (paddle,) W 

Alh.iiubra,  J. 

Oriental,  (paddle.) , 

Chusan, T. 

Azof, J. 

Grar  ii<la N. 

Shanghai, J. 

Union, J. 


Vincent, 

Itennoidson, 

Bernard, 

.  D.  Cloete,  (Acting,)... 

Hrown, 

.  .M.  (iilson, 

Kundall,  ( Acting,) 

C.  Almond, 

.  .1.  Woodgates, 

ItOlitTtS, 

' ;..s»kell, 

CiHIIv , 

.  B.  Hall, 

D.  Bleward, 


Benalcy,  (Acting,). 

I),  'iaby 

Ilasclwood, 

Towrscnd 

Baker,  (Acting,). . . 


1,000 
970 
9S2 

SIC 

070 

<UG 

MO 

1.700 

l.iOO 

vso 

770 

1.120 
SOO 
720 

1,S00 
700 
700 
67S 
540 
340 


Total  number  of  steamers,  .'il ;  tonnage, 71,815 


irom ' 
Pmce 


Between  Southamp- 
ton, Malta  and  Ales* 
andria. 


Between,  Suez,  Aden, 
Ceylon,  Madras  and 
Calcutta. 


400 
400 
2«50 
260 


Between  Bombay  and 
Suez.  Ceylon,  ij  traits 
and  Ciiiua. 


Between  Ceylon,  Mel- 
bourne and  Sydney. 
Bombay    Local    Ser- 
vice. 

Between  Aden,  Mau- 
ritius and  KeunioD. 

Between  Ilong  Kong, 
S^banghai,  and  Fuo- 
C'lOW,  &c. 


Between  Mar»eaies, 
Malta  and  .ll««an- 
dria. 

Between  Scmtliamp- 
ton,  Vigo,  Oporto 
aud  Lisbon. 


y  Troop  Service,  &c. 


Time  of  Passai/e,  Southampton  to  China,  January  1,  1861. 


Leaves    Poiithiimpton,    4tli  and  2iith  of  each  mont 

Arrive  at  Gibrallar,           9th    ••    2r)th 

'•         Alexandria,     19th    "      4lU 

"          Aden,               26th    "     li'th 

"          Point  cle  Gallo,  5th    "    21(<t 

"         Penaiig,            lllli    "    2Vth 

"          Singapore,        13tli    "    29th 

"          ItongKong,    241  h     "      9tli 

"         Slumglini,         29lh    "      5th 

al  time  to  Hong  Kong,  50  days ;  Shanghai, 

55  days 

>>>  • 


•  .<//./////> 

r  1(11  •..'/////«»»//.... 
...(•..^y 4tifftl> 


Rate  of 
I'ataagf, 

*  » » 

.'    £70 


110 
115 
1.30 
150 


fl 


80 


0 


rKOCEEDINGS  OF  THE  CHAMBER  OF  COMMERCE. 

At  a  regular  monthly  meeting  of  the  Chamber  of  Commerce  of  the 
State  of  New-York,  held  February  4,  18G4— 

Mr  Thomas  1'ileston,  Chairman  of  the  Committee  on  Ocean  Steam 
Communication,  verbally  reported  the  action  of  the  Committee,  and  sub- 
mitted the  foregoing  Memorial  to  Congress. 

On  motion  of  Mr.  Jonathan  Sturges,  seconded  by  Mr.  George 
Blttnt,  it  was 

Resolved,  That  the  Report  of  the  Committee  be  accepted,  and  the 
Memorial  presented  be  accepted  and  adopted,  printed  for  the  use  of  the 
Chamber,  and  sent  to  Washington  at  an  early  day. 

On  motion,  it  was  also 

Resolved,  That  the  gentlemen,  who  have  to-day  addressed  the  Cham- 
ber, be  rcciuested  to  furnish  copies  of  their  remarks  on  the  occasion  of 
the' adoption  of  the  Memorial,  for  publication. 


'' 


From  the  Minutes. 

JouN  Austin  Stevens,  Jr.,  Secretary. 


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